Method and apparatus for an adjustable damper

ABSTRACT

A method for controlling vehicle motion is described. The method includes: comparing a measured acceleration value associated with a movement of a vehicle component of a vehicle with a predetermined acceleration threshold value that corresponds to the vehicle component, wherein the vehicle component is coupled with a frame of the vehicle via at least one vehicle suspension damper; monitoring a state of at least one valve within at least one vehicle suspension damper of the vehicle, wherein the state controls a damping force within the at least one vehicle suspension damper; and based on the comparing and the monitoring, regulating damping forces within the at least one vehicle suspension damper by actuating the at least one valve to adjust to a desired state, such that an acceleration of the frame is reduced.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part application of and claims thebenefit of co-pending U.S. patent application Ser. No. 13/934,067, filedon Jul. 2, 2013, entitled “METHOD AND APPARATUS FOR ADJUSTABLE DAMPER”by Ericksen et al., assigned to the assignee of the present application,having Attorney Docket No. FOX-0065US, and is hereby incorporated byreference in its entirety herein.

The application with Ser. No. 13/934,067 is a continuation-in-partapplication of and claims the benefit of co-pending U.S. patentapplication Ser. No. 13/843,704, filed on Mar. 15, 2013, entitled“METHOD AND APPARATUS FOR ADJUSTABLE DAMPER” by Ericksen et al.,assigned to the assignee of the present application, having AttorneyDocket No. FOX-P10-02-12-US, and is hereby incorporated by reference inits entirety herein.

The application with Ser. No. 13/843,704, claims the benefit of andclaims priority of co-pending U.S. provisional patent application Ser.No. 61/709,041, filed on Oct. 2, 2012, entitled “METHOD AND APPARATUSFOR AN ADJUSTABLE DAMPER” by Ericksen et al., assigned to the assigneeof the present application, having Attorney Docket No.FOX-P10-02-12.PRO, and is hereby incorporated by reference in itsentirety herein.

This application claims the benefit of and claims priority of co-pendingU.S. provisional patent application Ser. No. 61/667,327, filed on Jul.2, 2012, entitled “METHOD AND APPARATUS FOR AN ADJUSTABLE DAMPER” byEricksen et al., assigned to the assignee of the present application,having Attorney Docket No. FOXF/0065USL, and is hereby incorporated byreference in its entirety herein.

This application is a continuation-in-part application of and claims thebenefit of co-pending U.S. patent application Ser. No. 13/485,401, filedon May 31, 2012, entitled “METHODS AND APPARATUS FOR POSITION SENSITIVESUSPENSION DAMPING” by Ericksen et al., assigned to the assignee of thepresent application, having Attorney Docket No. FOXF/0055US, and ishereby incorporated by reference in its entirety herein.

The application with Ser. No. 13/485,401 claims the benefit of andclaims priority of U.S. provisional patent application Ser. No.61/491,858, filed on May 31, 2011, entitled “METHODS AND APPARATUS FORPOSITION SENSITIVE SUSPENSION DAMPENING” by Ericksen et al., assigned tothe assignee of the present application, having Attorney Docket No.FOXF/0055USL, and is hereby incorporated by reference in its entiretyherein.

The application with Ser. No. 13/485,401 claims the benefit of andclaims priority of U.S. provisional patent application Ser. No.61/645,465, filed on May 10, 2012, entitled “METHOD AND APPARATUS FOR ANADJUSTABLE DAMPER” by Cox et al., assigned to the assignee of thepresent application, having Attorney Docket No. FOX-P5-10-12.PRO, and ishereby incorporated by reference in its entirety herein.

This application is a continuation-in-part application of and claims thebenefit of co-pending U.S. patent application Ser. No. 12/684,072, filedon Jan. 7, 2010, entitled “REMOTELY OPERATED BYPASS FOR A SUSPENSIONDAMPER” by John Marking, assigned to the assignee of the presentapplication, having Attorney Docket No. FOXF/0032US, and is herebyincorporated by reference in its entirety herein.

The application with Ser. No. 12/684,072 claims the benefit of andclaims priority of U.S. provisional patent application Ser. No.61/143,152, filed on Jan. 7, 2009, entitled “REMOTE BYPASS LOCK-OUT” byJohn Marking, assigned to the assignee of the present application,having Attorney Docket No. FOXF/0032L, and is hereby incorporated byreference in its entirety herein.

This application is a continuation-in-part application of and claims thebenefit of co-pending U.S. patent application Ser. No. 13/189,216, filedon Jul. 22, 2011, entitled “SUSPENSION DAMPER WITH REMOTELY-OPERABLEVALVE” by John Marking, assigned to the assignee of the presentapplication, having Attorney Docket No. FOXF/0049USP1, and is herebyincorporated by reference in its entirety herein.

The application with Ser. No. 13/189,216 is a continuation-in-partapplication of and claims the benefit of co-pending U.S. patentapplication Ser. No. 13/010,697, filed on Jan. 20, 2011, entitled“REMOTELY OPERATED BYPASS FOR A SUSPENSION DAMPER” by John Marking,assigned to the assignee of the present application, having AttorneyDocket No. FOXF/0043USP1, and is hereby incorporated by reference in itsentirety herein.

The application with Ser. No. 13/010,697 claims the benefit of andclaims priority of U.S. provisional patent application Ser. No.61/296,826, filed on Jan. 20, 2010, entitled “BYPASS LOCK-OUT VALVE FORA SUSPENSION DAMPER” by John Marking, assigned to the assignee of thepresent application, having Attorney Docket No. FOXF/0043USL, and ishereby incorporated by reference in its entirety herein.

The application with Ser. No. 13/189,216 is a continuation-in-partapplication of and claims the benefit of co-pending U.S. patentapplication Ser. No. 13/175,244, filed on Jul. 1, 2011, entitled “BYPASSFOR A SUSPENSION DAMPER” by John Marking, assigned to the assignee ofthe present application, having Attorney Docket No. FOXF/0047USP1, andis hereby incorporated by reference in its entirety herein.

The application with Ser. No. 13/175,244 claims the benefit of andclaims priority of U.S. provisional patent application Ser. No.61/361,127, filed on Jul. 2, 2010, entitled “BYPASS LOCK-OUT VALVE FOR ASUSPENSION DAMPER” by John Marking, assigned to the assignee of thepresent application, having Attorney Docket No. FOXF/0047USL, and ishereby incorporated by reference in its entirety herein.

BACKGROUND

1. Field of the Invention

Embodiments generally relate to a damper assembly for a vehicle. Morespecifically, the invention relates to an adjustable damper for use witha vehicle suspension.

2. Description of the Related Art

Vehicle suspension systems typically include a spring component orcomponents and a dampening component or components. Typically,mechanical springs, like helical springs are used with some type ofviscous fluid-based dampening mechanism and the two are mountedfunctionally in parallel. In some instances, a spring may comprisepressurized gas and features of the damper or spring areuser-adjustable, such as by adjusting the air pressure in a gas spring.A damper may be constructed by placing a damping piston in afluid-filled cylinder (e.g., liquid such as oil). As the damping pistonis moved in the cylinder, fluid is compressed and passes from one sideof the piston to the other side. Often, the piston includes vents therethrough which may be covered by shim stacks to provide for differentoperational characteristics in compression or extension.

Conventional damping components provide a constant damping rate duringcompression or extension through the entire length of the stroke. Otherconventional damping components provide mechanisms for varying thedamping rate. Further, in the world of bicycles, damping components aremost prevalently mechanical. As various types of recreational andsporting vehicles continue to become more technologically advanced, whatis needed in the art are improved techniques for varying the dampingrate.

BRIEF DESCRIPTION OF THE DRAWINGS

Aspects of the present invention are illustrated by way of example, andnot by way of limitation, in the accompanying drawings, wherein:

FIG. 1A depicts an asymmetric bicycle fork having a damping leg and aspring leg.

FIG. 1B depicts a cross-sectional side elevation view of a shockabsorber of a bicycle fork cartridge, in accordance with an embodiment.

FIG. 2, FIG. 3, and FIG. 4 depict a cross-sectional side elevation viewof various operational positions of an embodiment of the base valveassembly of detail 2 of FIG. 1B.

FIG. 5A and FIG. 5B depict a cross-sectional side elevation view of avalve assembly of detail 2 of the shock absorber of FIG. 1B, inaccordance with an embodiment.

FIG. 6 and FIG. 7 each depicts a cross-sectional side elevation view ofthe valve assembly of detail 2 of the shock absorber of FIG. 1B, inaccordance with an embodiment.

FIG. 8A and FIG. 8B depict a cross-sectional side elevation view of ashock absorber, in accordance with an embodiment.

FIGS. 9-13 depict a cross-sectional side elevation view of the basevalve assembly of detail 2 of FIG. 1B, including a “latching solenoid”,in accordance with an embodiment.

FIG. 14 depicts an arrangement of an embodiment on an example vehicle,in accordance with an embodiment.

FIG. 15 depicts an example electronic valve of a vehicle suspensiondamper, in accordance with an embodiment.

FIGS. 16A-16C depict an electronic valve, in accordance with anembodiment.

FIG. 17 is an example block diagram of a system 1700 for controllingvehicle motion, in accordance with embodiments.

FIG. 18 is a flow diagram of a method 1800 for controlling vehiclemotion, in accordance with embodiments.

FIG. 19 is a flow diagram of a method 1900 for controlling vehiclemotion, in accordance with various embodiments.

FIG. 20 is a flow diagram of a method 2000 for controlling vehiclemotion, in accordance with various embodiments.

FIG. 21 is a flow diagram of a method 2100 for controlling vehiclemotion, in accordance with various embodiments.

FIG. 22 is a block diagram of an example computer system with which orupon which various embodiments of the present invention may beimplemented.

FIG. 23 block diagram of a system 2300 for controlling vehicle motion,in accordance with an embodiment.

FIG. 24 is a flow diagram of a method 2400 for controlling vehiclemotion, in accordance with an embodiment.

FIG. 25A, followed by FIG. 25B, is a flow diagram of a method 2500 forcontrolling vehicle motion, in accordance with embodiments.

FIG. 26 is a flapper valve, in accordance with an embodiment.

FIG. 27 is an illustration of a valve with a blow-off, in accordancewith an embodiment.

The drawings referred to in this description should be understood as notbeing drawn to scale except if specifically noted.

DESCRIPTION OF EMBODIMENTS

The detailed description set forth below in connection with the appendeddrawings is intended as a description of various embodiments of thepresent invention and is not intended to represent the only embodimentsin which the present invention may be practiced. Each embodimentdescribed in this disclosure is provided merely as an example orillustration of the present invention, and should not necessarily beconstrued as preferred or advantageous over other embodiments. In someinstances, well known methods, procedures, objects, and circuits havenot been described in detail as not to unnecessarily obscure aspects ofthe present disclosure.

Notation and Nomenclature

Unless specifically stated otherwise as apparent from the followingdiscussions, it is appreciated that throughout the present Descriptionof Embodiments, discussions utilizing terms such as “comparing”,“monitoring”, “regulating”, “accessing”, determining”, “sending”,“setting”, “actuating”, “establishing”, “tracking”, or the like, oftenrefer to the actions and processes of a computer system or similarelectronic computing device (or portion thereof) such as, but notlimited to, a control system. (See FIGS. 17-23.) The electroniccomputing device manipulates and transforms data represented as physical(electronic) quantities within the electronic computing device'sprocessors, registers, and/or memories into other data similarlyrepresented as physical quantities within the electronic computingdevice's memories, registers and/or other such information storage,processing, transmission, and/or display components of the electroniccomputing device or other electronic computing device(s). Under thedirection of computer-readable instructions, the electronic computingdevice may carry out operations of one or more of the methods describedherein.

Overview of Discussion

Example techniques, systems, and methods for controlling vehicle motionare described herein. Discussion begins with a high level description ofconventional (i.e., that technology which exists, other than the presenttechnology described herein) damping components and of embodiments ofthe novel present technology. The discussion continues with adescription of a vehicle suspension damper and an electronic valvewithin the vehicle suspension damper, in accordance with embodiments.(See FIGS. 1-16.) Following, the discussion turns to a description of asystems and methods for controlling vehicle motion, as it relates tomulti-wheeled vehicles (e.g., bicycles, cars, side-by-sides, militaryvehicles), using novel control systems, in accordance with embodiments.(See FIGS. 17-22.) Next, an example computer system is described, withwhich or upon which various systems, components, and/or methods (orportions thereof) may be implemented (See FIG. 23).

As previously described in the background, some conventional dampingcomponents provide a constant passive damping rate during compression orextension through the entire length of the stroke. Other conventionaldamping components provide mechanisms for varying the damping rate.Additionally, in the world of bicycles, damping components are mostprevalently mechanical. Further, conventional inertia valves ofconventional vehicle suspension dampers are also mechanical. Theconventional mechanical inertia valve operates to respond to a terrainchange by applying damping forces when a vehicle's motion is sensed.However, by the time that the mechanical inertia valve senses thevehicle motion and then actually applies the damping force, the vehiclerider has already experienced some type of response to the variedterrain. For example, the vehicle rider might feel the vehicle's initialresponse to running over a large rock. Mechanical inertia valves have aresponse time that is measured at the speed of sound or less. Thus, ashock wave from a vehicle hitting a bump will be received and felt bythe vehicle rider before the mechanical inertia valve can open andprovide a “soft” ride. (A “soft” vs. “hard” setting of an inertia valveis explained below.)

Since the response time for a conventional valve to respond to a terrainchange (e.g., bump) is relatively slow, conventionally, a sensor isplaced on the front fork while a vehicle suspension damper is placed onthe rear shock. The sensor senses the vehicle motion at the front of thevehicle and sends a signal regarding this vehicle motion to the vehiclesuspension damper at the rear of the vehicle. Having received the signalat the rear of the vehicle, by the time the back wheel runs over therock, the vehicle suspension damper on the rear shock had just enoughtime to adjust a valve therein to open, thus providing damping at thevehicle's rear.

Herein, in accordance with an embodiment, various systems, methods andtechniques for controlling vehicle motion in multi-wheeled vehicles(e.g., two-wheeled vehicles [e.g., bicycle, dirt bike, road motorcycle])are described, utilizing a novel control system. The vehicle suspensiondamper, in various embodiments, includes a novel control system and anelectronic valve, as will be described herein. The vehicle suspensiondamper is positioned between the vehicle's wheel base and the vehicle'sframe. In one example and in general, an electronic valve of a vehiclesuspension damper attached to the front fork responds quickly toreceived signals that indicate that the vehicle's front wheel base ismoving (i.e., accelerating) over an obstacle (e.g., rock). In oneembodiment, the control system responds to the receipt of the signals byquickly causing the electronic valve to open into a “soft” mode. In oneembodiment, the response occurs before the vehicle's back wheel runsover the same obstacle. The soft mode provides damping within thevehicle suspension damper. Due to the damping provided, the vehicle'sframe is enabled to experience less acceleration than that experiencedby the vehicle's front wheel while traversing the obstacle. Thus, thevehicle rider experiences a smoother ride through the frame of thevehicle, even while the vehicle is moving over various obstacles.

In brief and as will be described herein in detail, the control systemreceives a set of control signals from a set of sensors attached to avehicle component (e.g., wheel, frame, etc.) of a vehicle. At least onecontrol signal of the set of control signals includes an accelerationvalue corresponding to a movement of the vehicle component. The controlsystem compares the acceleration value to a predetermined accelerationthreshold value corresponding to the vehicle component. The controlsystem also monitors a state of at least one pilot valve assembly withinat least one vehicle suspension damper that is attached to the vehicle.The state of the pilot valve assembly controls a damping force withinthe at least one vehicle suspension damper. Based on the comparisonperformed between the measured acceleration value and the predeterminedacceleration threshold value as well as the determination of a state ofthe pilot valve assembly, the control system sends an activation signalto a power source of the at least one vehicle suspension damper. Theactivation signal activates the power source to deliver a current to theat least one pilot valve assembly. Once delivered, the at least onevalve assembly adjusts to a desired state. The desired state isconfigured to adjust the damping force, thereby reducing an accelerationof the vehicle frame.

As will be described herein, embodiments relating to two-wheeledvehicles also provide varying user selectable modes of operation,wherein each selected mode of operation triggers varying methods ofdetection and response to terrain changes relating to detecting bumps,sensing power input by the rider, and adjusting rebound damping.

In addition to the features of embodiments discussed with regard totwo-wheeled vehicles, the systems and methods for controlling vehiclemotion in multi-wheeled vehicles other than two-wheeled vehicles (e.g.,side-by-side vehicles [e.g., ATV, pick-up truck, military truck])include many of the features of the novel control system discussed withregard to two-wheeled vehicles. For example, embodiments may not onlydeduce the vertical acceleration values, but also deduce from thereceived set of control signals, that include acceleration valuesassociated with various vehicle components, the multi-wheeled vehicle'sroll and pitch. These measured acceleration values relate to the tilt(e.g., roll, pitch) of the vehicle and are compared to a database havingthereon preprogrammed acceleration threshold values associated withvehicle components as it relates to tilt. Further, in embodiments, thecontrol system receives measured velocity values associated withuser-induced events (e.g., turning a steering wheel, pressing/releasinga brake pedal, pressing/releasing the gas pedal, thereby causing athrottle to open/close). The control system compares these measuredvelocity values relating to user-induced events to a database havingpreprogrammed thereon velocity threshold values associated with vehiclecomponents. Based on the comparison performed with regard to themeasured acceleration values with the predetermined accelerationthreshold values and the measured velocity values with the predeterminedvelocity threshold values, as well as the determined state of valveswithin various vehicle suspension dampers attached to vehiclecomponents, the control system sends an activation signal to powersources of the vehicle suspension dampers. The activation signalactivates the power source to deliver a current to valve assemblieswithin the vehicle suspension dampers. Once delivered, the valveassemblies adjust to a desired state. The desired state is configured toadjust the damping force to reduce or eliminate the tilt of thevehicle's frame. In other words, the orientation of the vehicle frame isplaced as close to level as possible.

As will be described herein, embodiments relating to multi-wheeledvehicles also provide various system modes within which the vehiclesuspension dampers may operate, along with control modes for affectingroll and pitch dynamics of the vehicle. Further, embodiments providemethods and systems for implementing delays and rebound settle time, forde-conflicting multiple control modes and for cycling between differentsystem modes.

Embodiments thus provide systems and methods for controlling a vehicle'smotion by increasing and/or decreasing damping forces within a vehiclesuspension damper in quick response to sensed movement of vehiclecomponents (e.g., vehicle wheel base). Again, embodiments may be used invarious types of multi-wheeled vehicles, such as, but not limited to,bicycles, side-by-sides (four-wheel drive off-road vehicle), snowmobiles, etc. These embodiments may be positioned in both the front forkand the rear shock. Conventional vehicle suspension dampers (includingconventional electronic dampers) cannot respond quickly enough to asensed movement of a vehicle's front wheel traversing an obstacle suchthat the rider avoids feeling the effect via the vehicle's frame.However, embodiments of the present technology quickly and selectivelyapply damping forces through the vehicle suspension dampers (that arecoupled with both the vehicle's forks and the vehicle's frame). Suchdamping enables the vehicle's frame, and thus the vehicle's rider, toexperience less acceleration than that being experienced by the wheelbase(s).

Thus, and as will be discussed herein, embodiments provide for a controlsystem that enables the use of sensors and an electronic valve to readthe terrain and make changes to the vehicle suspension damper(s) in realtime. The novel control system enables at least the following novelfunctions: the execution of novel algorithms that enable a quickerresponse and adjustment to the vehicle suspension damper(s) thanconventional vehicle suspension dampers; a quiet operation since thereare no audible electronic valve actuation sounds; a power efficientmodel that is designed for low power consumption; an easily tunablemodel that may use conventional means in combination with the novelcontrol system, such as, but not limited to, valve shims; a fail-safeshock absorber, as the electronic valve also functions as a conventionalshock if power is lost; a small model that can be packaged in bicycleforks and shocks; and a versatile model that may function inconventional shocks, twin tube shocks and bypass shocks.

Example Vehicle Suspension Dampers and Electronic Valves Therein

Integrated damper/spring vehicle shock absorbers often include a damperbody surrounded by or used in conjunction with a mechanical spring orconstructed in conjunction with an air spring or both. The damper oftenconsists of a piston and shaft telescopically mounted in a fluid filledcylinder. The damping fluid (i.e., damping liquid) or damping liquid maybe, for example, hydraulic oil. A mechanical spring may be a helicallywound spring that surrounds or is mounted in parallel with the damperbody. Vehicle suspension systems typically include one or more dampersas well as one or more springs mounted to one or more vehicle axles. Asused herein, the terms “down”, “up”, “downward”, “upward”, “lower”,“upper”, and other directional references are relative and are used forreference only.

FIG. 1A shows an asymmetric bicycle fork 100 having a damping leg and aspring leg. The damping leg includes an upper tube 105 mounted intelescopic engagement with a lower tube 110 and having fluid dampingcomponents therein. The spring leg includes an upper tube 106 mounted intelescopic engagement with a lower tube 111 and having spring componentstherein. The upper legs 105, 106 may be held centralized within thelower legs 110, 111 by an annular bushing 108. The fork 100 may beincluded as a component of a bicycle such as a mountain bicycle or anoff-road vehicle such as an off-road motorcycle. In some embodiments,the fork 100 may be an “upside down” or Motocross-style motorcycle fork.

In one embodiment, the damping components inside the damping leg includean internal piston 166 disposed at an upper end of a damper shaft 136and fixed relative thereto. The internal piston 166 is mounted intelescopic engagement with a cartridge tube 162 connected to a top cap180 fixed at one end of the upper tube 105. The interior volume of thedamping leg may be filled with a damping liquid such as hydraulic oil.The piston 166 may include shim stacks (i.e., valve members) that allowa damping liquid to flow through vented paths in the piston 166 when theupper tube 105 is moved relative to the lower tube 110. A compressionchamber is formed on one side of the piston 166 and a rebound chamber isformed on the other side of the piston 166. The pressure built up ineither the compression chamber or the rebound chamber during acompression stroke or a rebound stroke provides a damping force thatopposes the motion of the fork 100.

The spring components inside the spring leg include a helically woundspring 115 contained within the upper tube 106 and axially restrainedbetween top cap 181 and a flange 165. The flange 165 is disposed at anupper end of the riser tube 163 and fixed thereto. The lower end of theriser tube 163 is connected to the lower tube 111 in the spring leg andfixed relative thereto. A valve plate 155 is positioned within the upperleg tube 106 and axially fixed thereto such that the plate 155 moveswith the upper tube 106. The valve plate 155 is annular inconfiguration, surrounds an exterior surface of the riser tube 163, andis axially moveable in relation thereto. The valve plate 155 is sealedagainst an interior surface of the upper tube 106 and an exteriorsurface of the riser tube 163. A substantially incompressible lubricant(e.g., oil) may be contained within a portion of the lower tube 111filling a portion of the volume within the lower tube 111 below thevalve plate 155. The remainder of the volume in the lower tube 111 maybe filled with gas at atmospheric pressure.

During compression of fork 100, the gas in the interior volume of thelower tube 111 is compressed between the valve plate 155 and the uppersurface of the lubricant as the upper tube 106 telescopically extendsinto the lower tube 111. The helically wound spring 115 is compressedbetween the top cap 181 and the flange 165, fixed relative to the lowertube 111. The volume of the gas in the lower tube 111 decreases in anonlinear fashion as the valve plate 155, fixed relative to the uppertube 106, moves into the lower tube 111. As the volume of the gas getssmall, a rapid build-up in pressure occurs that opposes further travelof the fork 100. The high pressure gas greatly augments the spring forceof spring 115 proximate to the “bottom-out” position where the fork 100is fully compressed. The level of the incompressible lubricant may beset to a point in the lower tube 111 such that the distance between thevalve plate 155 and the level of the oil is substantially equal to amaximum desired travel of the fork 100.

Referring now to FIG. 1B, a cross-sectional side elevation view of ashock absorber of a bicycle fork cartridge is depicted, in accordancewith an embodiment. More particularly, FIG. 1B shows the inner portionsof the bicycle fork leg assembly, comprising a damper piston 5. Inpractice, the top cap 20 is affixed to an upper tube (not shown) and thelower connector 10 is fixed to a lower leg tube (not shown) where theupper tube is typically telescopically mounted within the lower tube(although the reverse may also be the case). As the upper tube and thelower tube telescope in contraction or expansion in response todisparities in the terrain being traversed by a vehicle, including suchfor shock absorption, so also the damper piston 5 and piston rod 15 movetelescopically into and out of damper cylinder 25. During compression,the volume of the piston rod 15 displaces, from the cylinder 25, avolume of damping liquid contained within the cylinder 25 correspondingto the volume of the piston rod 15 incurring into the damper cylinder25. During extension or “rebound”, the volume of liquid must be replacedas the piston rod 15 leaves the interior of the damper cylinder 25.

Damping liquid displaced as described above moves from the dampercylinder 25, through a base valve assembly of detail 2 and ultimatelyinto an elastic bladder 30 during compression, and from the elasticbladder 30, back through the base valve assembly of detail 2 and intothe damper cylinder 25 during rebound. In one embodiment, the base valveassembly of detail 2 allows for the compression damping to be adjustedby the user.

FIG. 2, FIG. 3, and FIG. 4 show cross-sectional side elevation views ofvarious operational positions of an embodiment of the base valveassembly of detail 2 of FIG. 1B. FIGS. 2-4 show a continuously variablesemi active arrangement, in accordance with embodiments, and as will bedescribed in more detail below. In brief, a solenoid balanced by anarmature biasing spring 235 axially locates a pressure-balanced pilotspool 210. The pressure-balanced pilot spool 210 controls the pressureinside the valve body 230. As this pressure is increased inside thevalve body 230, the axial force of the valve body 230 on theconventional valve shim increases. Due to the pilot spool assemblyarrangement, a relatively small solenoid (using relatively low amountsof power) can generate relatively large damping forces. Furthermore, dueto incompressible fluid inside the valve body 230, damping occurs as thevalve opens and the valve body 230 collapses. The result is not only acontrollable preload on the valve stack, but also a controllable dampingrate. Embodiments discussed herein may optionally be packaged in a basevalve, the compression adjuster of a shock absorber, and/or on the mainpiston of a shock absorber.

FIG. 2 is a detailed view of the base valve assembly of detail 2 of FIG.1B, with the valve shown in a retracted soft position. This retractedposition corresponds to minimum or no current in the solenoid. In FIG.2, a first damping fluid flow path between damping cylinder interior 35and annular reservoir 40 (including bladder 30 interior; see FIG. 1B) issubstantially unobstructed via bleed passage 55, ports 50A and upperannulus 45. (Also shown in FIG. 2 is the main piston 245.)

FIG. 3 is a detailed view of the base valve assembly of detail 2 of FIG.1B, with the valve shown in the mid-damping position. This correspondsto medium current supplied to the solenoid. FIG. 3 shows a partialobstruction of ports 50A by metering edge 205 of the pilot spool 210.

FIG. 4 is a detailed view of the base valve assembly of detail 2 of FIG.1B, with the valve shown in the firm-damping position. FIG. 4 showssubstantial blockage of ports 50A by the metering edge 205 of the pilotspool 210, which is axially displaced relative to its position in FIG.2.

Of note, the pilot spool 210 shown in FIG. 2 is in a retracted softposition, in which the metering edge 205 of the pilot spool 210 is notobstructing the ports 50A. However, the pilot spool 210 shown in FIG. 3is in a middle position, in which the metering edge 205 of the pilotspool 210 is partially obstructing the ports 50A. The pilot spool 210shown in FIG. 4 is in a firm position, in which the metering edge 205 ofthe pilot spool 210 is fully obstructing ports 50A.

In one embodiment, the axial displacement of the pilot spool 210 isfacilitated by an electromagnetic interaction between the armature 215and the coil 220. Adjustment of the current in the coil 220 (viamodulation of the current from a power source [not shown]) topredetermined values causes the armature 215, and hence the pilot spool210, to move in corresponding predetermined axial positions relative tothe coil 220. As such, the pilot spool 210 can be adjusted as shown inthe FIGS. 2-4.

When the pilot spool 210 is closing ports 50A, as shown in FIG. 4,substantially all damping fluid compression flow must flow through port70 and valve shims 225. In addition, the damping fluid pressure actingthrough and in annulus 60 on an interior of the valve body 230 isincreased and therefore the valve body 230 exerts more closing force ofthe valve shims 225. The net result is an increased compression dampingdue to closure of ports 50A and a further compression damping increasedue to a corresponding pressure increase in the compression dampingwithin annulus 60. When the pilot spool 210 is located in a middleposition as is shown in FIG. 3, the foregoing results apply in adiminished way because some of the compression flow (albeit less thanfull compression flow) may flow through partially open ports 50A. Theembodiment of FIG. 2 also exhibits some effect of pressure boosting viaannulus 60 on the valve body 230, but the phenomenon occurs at highercompression rates.

FIG. 5A and FIG. 5B depict a cross-sectional side elevation view of avalve assembly of detail 2 of the shock absorber of FIG. 1B, inaccordance with an embodiment. FIG. 5A and FIG. 5B show an embodiment inwhich the valve body 230 acts on the valve shims 225 through a spring75. In use, the valve body 230 increases or decreases the preload on thespring 75. FIG. 5A shows the pilot spool 210 in the retracted softposition, thereby causing the preload on the spring 75 to decrease. FIG.5B shows the pilot spool 210 in the firm position, thereby causing thepreload on the spring 75 to increase.

FIG. 6 and FIG. 7 depict a cross-sectional side elevation view of thevalve assembly of detail 2 of the shock absorber of FIG. 1B, inaccordance with an embodiment. FIG. 6 and FIG. 7 show an embodimentincluding a flow control orifice 605 for limiting flow through into thebleed passage 55 during compression. In limiting fluid flow, the flowcontrol orifice 605 (by creating a pressure drop) places an upper limiton the amount of pressure in the annulus 60, and hence the amount of“boost” or closure force that the valve body 230 can exert on the valveshims 225. FIG. 6 shows the metering edge 205 of the pilot spool 210obstructing ports 50A. FIG. 7 shows the metering edge 205 of the pilotspool 210 partially obstructing ports 50A.

FIG. 8A and FIG. 8B depict a cross-sectional side elevation view of oneend of a piston and piston rod assembly of a shock absorber, inaccordance with an embodiment. More particularly, FIG. 8A shows anembodiment having a separate valve body 805A and 805B corresponding toeach of a rebound shim set 810 and a compression shim set 815,respectively, where a pilot spool 820 (performing, in one embodiment,similarly to the pilot spool 210 of FIGS. 1-7 described herein)alternatingly opens one area (e.g., 825A [similar to function to annulus60]) while closing the other area (e.g., 825B [similar in function toannulus 60]). Of note, FIG. 8A shows a “hard/soft configuration”. Forexample, during compression, the area 825A and area 825B experienceobstruction by a portion of the pilot spool 820, thereby creating a softcompression. During the rebound, the area 825A and area 825B are open tofluid flow, thereby creating a firm rebound. Thus, there would be a highamount of pressure experienced during rebound. However, for compression,the pressure is low, but there is no bleed. FIG. 8B shows a “hard/hardconfiguration” (a firm compression and a firm rebound), in accordancewith an embodiment.

FIGS. 9-13 depicts a cross-sectional side elevation view of the basevalve assembly of detail 2 of FIG. 1B, including a “latching solenoid”,in accordance with an embodiment. Embodiments further provide, in briefand as will be described below, a low-power bi-state electronic damper.The low-power bi-state electronic damper uses a latching solenoid toopen and close a pressure-balanced pilot spool. Given the latchingconfiguration of the solenoid, power is required only to open or closebut not to hold in it in either setting, in accordance with anembodiment. The result is low power consumption.

Additionally, a further embodiment provides an externally-adjustablemeans of tuning the open state of the damper. There is an adjuster thatcan be turned in or out to vary the effective orifice size of the pilotspool when in the open position. This will allow the rider to adjust thesoft setting of the damper to his/her preference.

With reference now to FIG. 9, the latching solenoid 905 primarily usespower to facilitate a change in position of the pilot spool 210 relativeto the coil 220 but requires little or no power to maintain the pilotspool 210 in the desired position once that is achieved. In oneembodiment, the latching solenoid assembly 905 (or latching spool valveassembly) includes: a pilot spool 210 which includes a magneticallyactive material; a spring 915 which is normally in compression andbiases the pilot spool 210 toward a position obstructing port 60; apermanent magnet 920; and a coil 220 where power is supplied to the coil220 by (in one embodiment) wires 925. The aforementioned components maybe contained within a housing 240 or “cartridge” as shown.

The pilot spool valve assembly (including at least the pilot spool 210and the metering edge 930 of the pilot spool 210) regulates dampingfluid flow through a portion of the damper and adjusts the force appliedto the valve shims 225 by the valve body 230 through ports 60. In oneembodiment, the position of the spool valve assembly may be adjustedaxially by means of the low speed adjuster 935. The low speed adjuster935 (comprising multiple pieces), being for example, threaded at itslower end to the top cap 20 via the low speed adjuster threads 940, maybe rotated to facilitate axial movement. In one embodiment, the lowspeed adjuster 935 includes a non-round shape (e.g., hexagonal) thatfacilitates the rotation with relative axial movement (see 1105 of FIG.11).

With reference now to FIGS. 9-13, when the lower portion of the lowspeed adjuster 935 moves downward axially, the cartridge of the pilotspool 210 is correspondingly moved and thereby further compresses thespring 915. As the cartridge is moved downward, the low speed adjustermetering edge 950 is moved into further obstruction of ports 50B,thereby restricting flow of damping fluid through the damper from aninterior of the pilot spool valve assembly to an exterior of the dampingassembly (note the open ports 50B shown in FIG. 12, in which the pilotspool valve 210 is shown in the open pilot position with the low speedadjuster 935 in the soft position).

In one embodiment, the pilot spool 210 is biased by spring 915 toward aposition wherein the metering edge 930 of the pilot spool 210 furtherobstructs ports 50A (see FIG. 13, wherein the pilot spool 210 is shownin the open pilot position with the low speed adjuster 935 in the middleposition). A force opposing the bias of the spring 915 is exerted on themagnetic component of the pilot spool 210 by the permanent magnet 920.When the pilot spool 210 is in its uppermost (corresponding to openports 50A) position, it is retained by the magnetic force between thepermanent magnet 920 and the pilot spool valve 210 where that force issufficient to overcome the bias of the spring 915 (thereby holding thespring 915 in a compressed state). As such, when the pilot spool valve210 and ports 50A are in the open position (see FIG. 12), no power inputis required to maintain that state.

In one embodiment, when it is desired to close or partially close ports50A by means of the metering edge 930 of the pilot spool 210, a currentis applied to the coil 220 via the wires 925. The current causes amagnetic flux around the coil 220, which acts on the magnetic componentof the pilot spool 210 causing the pilot spool 210 to move axiallywithin the cartridge. When the pilot spool 210 has moved a relativelysmall distance axially away from the permanent magnet 920, the spring915 bias moves the pilot spool 210 toward closure of ports 50A withlittle or no additional power input to the coil 220.

Of note, FIG. 10 shows the pilot spool 210 in the closed pilot positionwith the low speed adjuster 935 in the firm position. FIG. 11 shows thepilot spool 210 in the open pilot position with the low speed adjuster935 in the firm position. FIG. 10 additionally shows the low speedadjuster metering edge 1005 and the spool valve assembly housing 1010,in accordance with an embodiment.

FIGS. 9-13 show an orifice block 955 having a tailored orifice 960 therethrough. The orifice 960 meters low speed damping fluid for low speedbump response of the suspension (when magnitude and rate is insufficientto open the shims). The size of the orifice 960 may be chosen to allow adesired amount or range of pressure to be applied to the valve body 230through annulus 60 (ports). The use of the pilot spool 210 then furtherspecifies that the pressure acts on the valve body 230 by modulating theflow restriction “downstream” (during a compression stroke of thesuspension) of the orifice 960.

FIGS. 9-13 also show a pressure relief valve 965 or “blow off” valve,which is biased toward a closed position by Bellville spring(s) 970. Thepressure relief valve 965 opens in response to an interior damperpressure above a predetermined threshold and thereby prevents damage tothe damper and vehicle in the event of rapid pressure build up (usuallyassociated with extreme suspension compression rate). The pressurerelief valve 965 may have an adjustable threshold value (in oneembodiment, by modification of the compression in the Bellville spring970).

FIG. 14 shows a bicycle 1405, in accordance with an embodiment, havingattached thereto a vehicle suspension damper 1410 and a set of sensors1415. The vehicle suspension damper 1410, in this particular embodiment,is located within the front fork 1420 and the rear shock of the bicycle1405. The set of sensors 1415 is configured for sensing a type ofvehicle motion, such as tilt (e.g., roll and pitch), acceleration,velocity, position, etc. Further, the set of sensors 1415 may bepositioned anywhere on the vehicle that enables the receipt of accuratesensed information and which enables communication of a control signal(regarding the sensed information) to the vehicle suspension damper1410.

For example, in one embodiment, if the set of sensors 1415 senses thatthe vehicle is experiencing acceleration, the set of sensors 1415 sendsa control signal to the vehicle suspension damper 1410.

FIG. 15 shows the electronic valve 1500 of vehicle suspension damper1410, in accordance with an embodiment. The electronic valve 1500includes at least a primary valve 1505, a first pressure reducing meanswhich in this embodiment is an orifice block 1515, and a second pressurereducing means which in this embodiment is a pilot valve assembly 1510,all of which components cooperatively control the flow of fluidthroughout the inertia valve and manipulate the fluid pressure withinthe pilot pressure chamber 1520.

In basic operation, the permanent magnet 1560 of the solenoid assembly1580 conducts through the component 1565 to attract the pilot spool1570. This is the latched position as shown. The spool spring 1575resists this condition. When the coil is turned on with positivepolarity, it cancels the effect of the permanent magnet 1560 and thespool spring 1575 moves the pilot spool 1570 to the left or closedposition. With negative polarity applied to the coil, the electromagnetis added to the permanent magnet 1560 and the pilot spool 1570 is drawnto the right or open position.

The main oil flow path, or first fluid flow path, is through the centerof the base valve and radially outwardly into piston port area 1525.Assuming there is enough pressure in the piston ports, it then blows offthe valve shims 1530 and oil flows into the reservoir 40. A small amountof oil also flows in parallel through a second fluid flow path in theelectronic valve 1500 (also called an inertia valve), and in particularthrough the control orifice 1535 and through the solenoid assembly 1580.This generates a pilot pressure inside the area of the primary valve1505.

The valve member 1540 acts to resist the valve shims 1530 from opening.This resistive force is dependent on pressure inside the area of theprimary valve 1505 which is controlled by the pressure drop across thesolenoid. Basically, when the solenoid is closed, there is high pressureinside the area of the primary valve 1505 (resulting in locked-out forkor firm damping, depending on the damping characteristics determined forthe electronic valve 1500, as described in greater detail below). Whenthe solenoid is in an open position, there is low pressure inside thearea of the primary valve 1505 and the valve member 1540 pushes againstvalve shims 1530 with less force, allowing the valve shims 1530 to openunder lower fluid pressure. This open position of the solenoid providesa normally-operating fork, by which is meant the damping characteristicof the inertia valve is determined predominantly by the tuning of thevalve shims 1530 (although there is some damping effect provided by thecontrol orifice 1535).

A more particular description follows. A control signal (a.k.a.,activation signal 1720 of FIG. 17) instructs the vehicle suspensiondamper 1410 to increase or decrease its damping force therein. Thevehicle suspension damper 1410 is configured to respond to the controlsignal instruction. More particularly, the inertia valve 1500 of thevehicle suspension damper 1410, in response to the control signalinstruction, quickly manipulates the pressure in the pilot pressurechamber 1520 of the inertia valve 1500 by moving/adjusting the pilotvalve assembly 1510 to at least partially close or open the flow ports1550. The pressure in the pilot pressure chamber 1520 increases ordecreases in proportion to the amount of closure or opening that theflow ports 1550 experience, respectively.

In general, in embodiments, fluid in the inertia valve 1500 flows alonga first fluid flow path from the damping cylinder interior 35 andthrough the shims 1530 (unless the shims 1530 are held closed underpressure from the valve member 1540, as will be described herein) viathe piston port area 1525. Additionally, fluid also flows along a secondfluid flow path from the damping cylinder interior 35 and through thecontrol orifice 1535 of the orifice block 1515. After having flowedthrough the control orifice 1535, the fluid moves into the pilotpressure chamber 1520. From the pilot pressure chamber 1520, the fluidmoves out of the pilot spool valve 1545 (wherein the pilot spool valve1545 is in at least a partially open position) through a set of flowports 1550 and into the reservoir 40. Additionally, from the pilotpressure chamber 1520, the fluid also moves into the area of the primaryvalve 1505. When the fluid presents a predetermined pressure againstsurface 1580 of the valve member 1540, a force proportional to thepressure is exerted on the valve member 1540 which urges it against theshims 1530. The valve member 1540 pushes against the shims 1530, therebybiasing the shims 1530 toward a closed position, even though fluid ismoving through the shims 1530 from the piston port area 1525 and intothe reservoir 40. If the force of the valve member 1540 against theshims 1530 is greater than the force of the fluid moving from the pistonport area 1525 against the shims 1530, then the shims 1530 will becomebiased toward closing. Likewise, if the force of the fluid moving fromthe piston port area 1525 against the shims 1530 is greater than theforce of the valve member 1540 against the shims 1530, then the shims1530 will be biased toward an open position, in which the fluid mayremain flowing through the shims 1530.

During compression of the shock absorber, in order to change the fluidpressure within the pilot pressure chamber 1520 in quick response tochanges in the vehicle's position and speed (and components thereof),for example, embodiments use a control system to receive control signalsfrom the set of sensors 1415. In accordance with the control signalsreceived from the set of sensors 1415, the control system activates apower source that is attached to the electronic valve. The power sourcedelivers a current to the electronic valve. The electronic valveresponds to the delivered current by causing the pilot valve assembly1510 to move and block or open at least a portion of the flow ports 1550through which fluid may flow there through from the pilot pressurechamber 1520 and into the reservoir 40, thereby at least partiallyclosing or opening the flow parts 1550.

In general, upon compression of the shock absorber, the damper piston 5moves into the damper cylinder interior 35. More particularly, when theflow ports 1550 are at least partially closed, the fluid pressure withinthe pilot pressure chamber 1520 increases such that the fluid pressurein the area of the primary valve 1505 also increases. This increase inthe fluid pressure in the area of the primary valve 1505 causes thevalve member 1540 to move toward the shims 1530 that are open and topush against the shims 1530, thereby causing the shims 1530 to at leastpartially or fully close. When these shims 1530 are at least partiallyor fully closed, the amount of fluid flowing there through decreases orstops. The movement of the damper piston 5 into the damper cylinderinterior 35 causes fluid to flow through the piston port area 1525 andhence out through open shims 1530 and into the reservoir 40. The fluidalso flows through the control orifice 1535 into the pilot pressurechamber 1520. If the shims 1530 are closed due to movement of the pilotvalve assembly 1510 to block the flow ports 1550, then fluid may notflow out through the shims 1530 or out through the flow ports 1550 intothe reservoir 40. Consequently, the ability of the damper piston 5 tomove within the damper cylinder interior 35 to cause fluid to flowthrough the piston port area 1525 as well as through the flow ports 1550is reduced or eliminated. The effect of the at least partial closure ofthe shims 1530 is to cause a damping function to occur. Thus, themovement of the pilot valve assembly 1510 to at least partially blockthe flow ports 1550 causes the damping (or slowing of movement) of thedamper piston 5 into the damper cylinder interior 35.

In various embodiments, the control orifice 1535 operates cooperativelywith the pilot valve assembly 1510 to meter the flow of fluid to theprimary valve 1505. The control orifice 1535 is a pathway within theorifice block 1515 and is positioned between the damper cylinderinterior 35 and the pilot pressure chamber 1520. The size of the controlorifice 1535 is tunable according to the application; the size may bevariously changed. The control orifice 1535 is a key component inenabling the quick and accurate response to sensed changes in avehicle's motion. As will be explained herein, without the presence ofthe control orifice 1535, the vehicle would not experience dampingduring periods of low compression speed, or experienced too much dampingduring periods of high compression speeds. The pilot valve assembly 1510would act like a bypass. In other words, without the control orifice, atlow compression speed there would almost be no damping and the controlorifice 1535 and pilot valve assembly 1510 would act like a bypass; butat higher compression speeds, pressure drop across the pilot valveassembly 1510 would cause a high pressure in the pilot pressure chamber1520 and therefore too much clamping force on the shims 1530. Thecontrol orifice 1535, thus, allows damping to occur even during periodsof low compression speed, and slows the damping rate during periods ofhigh compression speed.

In this particular embodiment, it was discovered that (without thecontrol orifice 1535) if the area of the primary valve is approximately60% or more of the piston port area 1525, the valve member 1540 ishydraulically locked (at all speeds) onto the shims 1530. This led toundesirable high damping force at high compression speeds. Although inthis particular embodiment the hydraulic lock occurred at about 60% arearatio and higher, this may not be true in all cases: there may bearrangements where a lock occurs at a higher or lower ratio than 60%, orwhere no lock occurs at all at any ratio. It is expected that that theparticular ratio will be dependent on design parameters such as thevalve shim arrangement and main piston design.

The solution is to cause a pressure drop of damping fluid before itenters the pilot pressure chamber 1520. This is achieved with thecontrol orifice 1535. The control orifice 1535 provides some dampingeffect at low compression speeds (by enabling damping fluid to ‘bleed’through the control orifice), but at high compression speeds provides asignificant pressure drop to ensure that the pressure inside the pilotpressure chamber does not get too high, thereby preventing the valvemember 1540 from locking onto the shims 1530.

In its present form, the control orifice 1535 is between 0.5 mm and 2 mmin diameter, but these sizes are dependent on the specific applicationand the desired damping curve. Pressure drop is directly proportional tothe length of the control orifice 1535, but inversely proportional toits diameter. Either one or both of these parameters can be changed atthe design stage to affect the performance of the control orifice 1535.

The essential function, in embodiments, of the control orifice 1535 isto create a pressure drop. Therefore, anything that will do this couldbe used in place of the specific arrangement shown. Some possibleexamples include, but are not limited to: a diffuser; a labyrinthbetween parallel plates; and leakage past a screw thread.

A further key feature of embodiments is the combination of the area ofthe surface 1580 inside the valve member 1540, the control orifice 1535,the pilot valve assembly 1510, and the way this combination enables avariable force to be applied to the shims 1530 to control the dampingforce at any point in time.

In particular, the ratio of the surface area 1585 of the shims 1530 (Thesurface area 1585 is next to the piston port area 1525; the pressure isacting on the surface area 1585 of the shims 1530 as well as the surfacearea 1580 of the inside of the valve member 1540, within the primaryvalve area 1505) to the surface area 1580 inside the valve member 1540controls the overall damping characteristic of the electronic valve1500, i.e., what overall range of force can be applied to the shims1530. By selecting this ratio appropriately, the valve member 1540 canbe set up to move between full lockout and a completely soft state, orbetween a firm damping state and a soft state, for example.

Within that overall range of force, a particular force at any point intime is set by the position of the pilot valve assembly 1510, which, asexplained above, controls the pressure drop across the flow ports 1550.By adjusting the pressure drop across flow ports 1550, the pressure offluid in the pilot pressure chamber 1520 is also adjusted. Since thepressure inside the pilot pressure chamber 1520 acts against surface1580 of the valve member 1540, the force applied by the valve member1540 to the shims is controllable by adjustment of the position of thepilot valve assembly 1510.

It should be noted that the overall resistance to fluid flow along thefirst fluid flow path (i.e. through piston port area 1525 and past shims1530) is given by the sum of the force provided by the shims 1530, andthe force applied to the shims 1530 by the valve member 1540.

A significant feature is that force is generated on the valve member1540 by control of pressure inside the area of the primary valve 1505(in contrast to other valve bodies where force comes from pressureacting on the outside of the valve member 1540, usually from the damperreservoir). The ultimate source of pressure in the pilot pressurechamber 1520 is the pressure of the damping fluid in the main dampingcylinder 35 during compression (but regulated by the control orifice1535 and the pilot valve assembly 1510 to give a lower pressure in thepilot pressure chamber 1520).

There are significant advantages to the combination of the ratio of thearea of the surface 1580 to the area of the piston port 1525, controlorifice 1535, and the pilot valve assembly 1510. Some of them are asfollows: 1) the damping force generated by electronic valve 1500 is nottemperature sensitive; 2) the damping force generated by electronicvalve 1500 is not position sensitive; 3) when using anelectro-mechanical inertia device to control the pilot valve assembly1510, the damping force can be turned on and off very quickly (recentexperiments achieved 4 ms between full firm and full soft- to the bestof the applicant's knowledge and belief the fastest time for turning onand off of damping force in other devices is 20 ms. The reason such fastspeeds are achieved is because, when the pressure in the pilot pressurechamber 1520 is released, it is the pressure in the main damper (whichis the same as the fluid pressure in the piston port area 1525) thatpushes on the shims 1530 and moves the primary valve 1505 back (whichcan happen very quickly). This is in contrast to other arrangements thatrely on an electric motor to move a valve body, for example, which takesmore time; 4) using a latching solenoid pilot valve enables full firmstate to be maintained with no power; 5) the pilot valve assembly 1510enables very large damping forces to be controlled using the same pilotvalve assembly 1510—this is because: (a) the pilot pressure is‘magnified’ according to the ratio of the area of the primary valve 1505to the area of the piston port 1525; and (b) because the pilot valveassembly 1510 is not required to move any element against the highpressure damping fluid; and 5) the primary valve assembly 1510 allowsthe damper to utilize conventional shims, but with some level ofcontrollability over the damping force applied by the shims. This allowsthe shims to be tuned in a conventional manner. Furthermore, if power tothe pilot valve assembly 1510 fails, the shock absorber will continue tooperate (in contrast to other electronically controlled shocks wherepower loss causes the shock to stop working completely).

Thus, the electronic valve 1500, including the primary valve 1505, thepilot valve assembly 1510, and the orifice block 1515, not only enablesa variable force to be applied to shims 1530, but also enables thecontrol of the damping force within the vehicle at any point in time.The pilot valve assembly 1510 meters a flow of fluid to the primaryvalve 1505 and enables the generation of relatively large damping forcesby a relatively small solenoid (or other motive source), while usingrelatively low amounts of power.

Furthermore, since the incompressible fluid inside of the primary valve1505 of the shock absorber assembly causes damping to occur as theprimary valve 1505 opens and the valve member 1540 collapses,embodiments enable both a controllable preload on the shims 1530 and acontrollable damping rate. In one embodiment, and particularly infour-wheeled vehicles, the solenoid continuously powers the inertiavalve and does not have a latching mechanism. In one embodiment, amonitor will continuously monitor a power source and its operation inorder to make sure that the wires leading to the power source do not getcut, thereby providing a dangerous situation for the rider and othervehicles.

In regards to the area of the primary valve 1505, although it is shownas an internal base valve, it is not limited to this position orapplication. For example, it can be mounted externally of the vehiclesuspension damper (for example in a ‘piggy-back’ reservoir). Further, itcould be made part of the main damper piston (either in compression orrebound directions).

In considering the design of the control orifice 1535, it must have atleast the following two functions: provision of low speed bleed; andprovision of sufficient pressure drop at high speed to prevent hydrauliclock of the valve member 1540 onto the shims 1530. The generalmethodology for determining the diameter and/or length of the controlorifice 1535 during design is as follows: (1) identify the desireddamping curve that the damper should have; (2) determine from step (1)the target low speed damping force; (3) determine from step (1) thetarget high speed damping force; (4) make informed guess at controlorifice diameter and/or length to achieve steps (2) and (3); (5) testthe output damping forces produced by shock at different speeds withinlow to high speed range; (6) compare the measured damping curve againstthe desired damping curve; (7) if there is too much high speed dampingforce, then reduce the diameter of the control orifice (to lower thepressure inside the pilot pressure chamber 1520); (8) if there is toomuch low speed damping force, then decrease the area ratio (between thearea of the primary valve 1505 and the piston port area 1525), andincrease the diameter of the control orifice 1535; and (9) repeat steps(5)-(8) until a good approximate to a desired damping curve is obtained.It is to be noted that in steps (7) and (8) the length of the controlorifice can also be adjusted, either separately or in addition to thediameter, to achieve a similar effect.

In various embodiments, it was found that the pilot valve assembly 1510would “auto-close” at a certain oil high flow rate. In one embodiment, adiffuser pin inserted into the vehicle suspension damper downstream ofthe control orifice 1535 is used to eliminate this auto-closing issue.FIG. 16A shows an electronic valve 1600A with a diffuser pin 1605positioned through one set of the cross holes 1610 going to the primaryvalve area 1505, in accordance with an embodiment. Another set of holesremains (normal to the page) to feed oil to the valve member 1540. Thediffuser pin 1605 functions to disrupt the jet flow coming out of thecontrol orifice 1535. FIG. 16B shows an electronic valve 1600B with adiffuser plug 1620 pressed into, at least one of and at least partially,the orifice block 1515 and the pilot pressure chamber 1520, inaccordance with an embodiment. The diffuser plug 1620 also functions todisrupt the jet flow coming out of the control orifice 1535. FIG. 16Cshows an electronic valve 1600C with a diffuser pin 1630, in accordancewith an embodiment. In this embodiment, the spool retainer 1635 (seeFIG. 16B) is replaced with the diffuser pin 1630. The diffuser pin 1630and its position within the vehicle suspension damper 1600C functions todisrupt the jet flow coming out of the control orifice 1535 and tominimize the contact of the pilot spool assembly 1510 in the firmsetting.

In another embodiment, the solenoid includes a “latching” mechanism toopen and close the pressure-balanced pilot spool. Due to the latchingconfiguration of the solenoid, power is only required to open or closethe pilot valve assembly 1510. Power is not required to hold the pilotvalve assembly 1510 open or closed in either setting. Consequently,embodiments enable reduced power consumption compared to the traditionalshock absorber.

Further embodiments provide an externally-adjustable means of tuning theopen state of the damper. An adjuster turns in or out to vary theeffective orifice size of the pilot spool valve 1545 when in the openposition. This allows the rider to adjust the soft setting of the damperto his preference.

In the embodiment described above in conjunction with FIGS. 14 and 15,it is to be noted that, whilst preferred, the use of a valve shims 1530is optional. Instead, it would be possible for the valve member 1540 toact directly on the fluid flow ports 1525. In fact, valve shims areoptional in any such embodiment described herein where it would bepossible for the valve member 1540 (or any other similar valve memberdescribed herein) to act directly on the fluid flow ports that controlthe main flow through the valve assembly.

With reference again to FIGS. 14 and 15, it should be again noted thatthe set of sensors 1415 may be positioned in various locations onvarious types of vehicles. For example, in one embodiment, the set ofsensors 1415 is positioned on the seat post of a bicycle. In anotherembodiment, a first set of sensors is positioned near the front wheel,while a second set of sensors is positioned near the rear wheel.

In various embodiments, the set of sensors includes threeaccelerometers. The accelerometers define a plane of the vehicle's body,such that the acceleration, and in other embodiments, the accelerationand the tilt (i.e., pitch and roll), of the vehicle body may bemeasured. When the set of sensors senses vehicle motion, the set ofsensors sends a control signal to the control system attached to thevehicle suspension damper. The control system determines if the sensedvehicle motion meet and/or exceeds a predetermined threshold. Thepredetermined threshold may be a constant in one embodiment. However, inanother embodiment, the predetermined threshold may be a variable basedon other situations sensed at the vehicle. Once a control signal isreceived by the power source, the power source that is attached to thevehicle suspension damper becomes activated. Upon activation, the powersource sends a current to the vehicle suspension damper, thereby causingthe pilot valve assembly to move, as is described herein. Variousmethods of sensing via accelerometers and other forms of motion viasensors are known in the art.

As described herein, the vehicle upon which a set of sensors and avehicle suspension damper is attached may be a multi-wheeled vehicle,such as, but not limited to, a bicycle, a side-by-side, a snowmobile, acar, a truck, etc. In one embodiment, more than one set of sensors maybe used, such as the non-limiting example of a side-by-side vehicle(e.g., recreational off-highway vehicle [ROV]). For example, each wheelbase (e.g., four) may include an embodiment of the system of the presenttechnology. More specifically, each wheel base has attached thereto adifferent set of sensors, such as a set of accelerometers, each setbeing attached to a separate vehicle suspension damper. In anotherembodiment, one set of sensors (e.g., set of accelerometers) is attachedto the ROV, as well as being attached to one or more vehicle suspensiondampers.

If the ROV is traveling along a path that does not have any bumps oruneven terrain, then the vehicle suspension dampers may each beprogrammed to operate in a fully open mode (i.e., soft mode), in whichthe pilot spool valve 1545 of the pilot valve assembly 1510 is open tothe flow ports 1550, thereby allowing fluid to flow from the dampercylinder interior 35 and into the reservoir 40 either through the firstfluid flow path, with resistance provided by the shims 1530 (and noadditional force provided by the valve member 1540), and/or through thecontrol orifice 1535 that permits low speed bleed of damping fluid viathe second fluid flow path. Thus, for example, when the right front tireof an ROV hits a large rock, the right front tire and a portion of thesuspension attached to the tire (or attached wheel base) may riseupwards to move over the rock. The set of sensors attached to the ROV'sright front side will sense the tire's upward movement, and will sensethe tire reaching its peak upward movement (the peak of the rock), andwill sense the tire beginning to move downwards. In one embodiment, theset of sensors on the ROV's right front side would send control signalsto the vehicle suspension damper attached to the ROV's right front sidethroughout the tire's movement upward and downward. The control systemattached to the vehicle suspension damper receives the control signalsand causes the power source also attached to the vehicle suspensiondamper to deliver a current to the vehicle suspension damper inaccordance with the control signals. In one embodiment, the deliveredcurrent functions to cause the pilot valve assembly 1510 to move tocause the flow ports 1550 to be at least partially blocked. As describedherein, the pressure within the pilot pressure chamber 1520 increasesdue to the at least partially blocked flowports 1550, thereby causingthe pressure within the area of the primary valve 1505 to increase. Thevalve member 1540, in response to increased pressure in the area of theprimary valve 1505, is urged against the shims 1530, thereby changingthe damping characteristics of the shims 1530. Thus, the fluid flowingalong the first fluid flow path from the damper cylinder interior 35 andthrough the piston port area 1525 is reduced, resulting in placing thevehicle suspension damper in a firm damping setting.

Embodiments provide a significant advantage over conventional shockabsorber systems. In conventional mechanical inertia valves, an inertiavalve senses a pressure wave (occurring at the speed of sound) after avehicle's tire hits a bump. The inertia valve opens in response toreceiving the pressure wave. However, the vehicle rider stillexperiences some form of response to the terrain before the inertiavalve has a chance to open into a “soft” mode. In contrast, embodimentsof the present technology use an electronic valve attached toaccelerometers; the electronic valve opens into a “soft” mode before amotion significant enough for a vehicle rider to experience the motionhas begun. For example, when a wheel motion occurs, such as an ROV wheelbase beginning to move upward while running over a large rock, the wheelbase experiences an upward acceleration. This acceleration is measuredby embodiments. Before the wheels' velocity and/or displacement can beor is measured, embodiments send a control signal from a set ofaccelerometers that communicate the acceleration values of the wheel toa control system that is connected (wire or wirelessly) to theelectronic valve. The set of accelerometers are positioned to measurethe acceleration experienced by the wheel base. These accelerationsignals are sent at the beginning of the wheel's ascent over the rock.The electronic valve is opened into a soft mode in response to receivingthe signals from the set of accelerometers. The soft mode is initiatedbefore the wheel experiences such a large acceleration upwards that thevehicle rider feels a reaction to the wheel's motion through thevehicle's frame. Unlike conventional damping systems, embodiments enablea quick response to a sensed acceleration of a vehicle wheel such thatan acceleration of a vehicle frame due to the movement of the vehiclewheel may be reduced or prevented. It should be appreciated that one ormore set of sensors may be attached to each ROV wheel base, andindependently control the vehicle suspension damper to account for andrespond to various rolls and other types of vehicle motion.

In one embodiment, one or more motion sensors are provided on a forwardor front part of a vehicle, and a signal or signals from the one or moremotion sensors is used to control a vehicle suspension damper mounted ona rear part of the vehicle. In use, motion information learned from themovement of the front part of the vehicle can be used to anticipatemovement of the rear part of the vehicle, and adjustments may be made tocontrol the damper on the rear part accordingly.

Thus, one embodiment enables the control of both compression and therebound state of the vehicle suspension damper, such that accelerationat the vehicle frame is maintained as close to zero as possiblethroughout off-road riding and over varied terrain, regardless of theacceleration being experienced at the vehicle's wheel.

In another embodiment and as noted herein, more than one type of sensoris used. For example and not limited to such example, an accelerometerand a gyrometer may be used. Further, the set of control signals sent tothe control system may include, but are not limited to the followingvalues: acceleration values; tilt (e.g., pitch, roll) values; andvelocity values. It should also be noted that numerous methods fordetermining orientation in a plane in space using a sensor attached toan object are well known in the art. Thus, according to someembodiments, the adjustment of the vehicle compression dampers to adesired state, based on a comparison of the measured signal values witha database of threshold values, enables the reduction of the tilt of avehicle's frame.

Example System for Controlling Vehicle Motion

FIG. 17 is an example block diagram of a system 1700 for controllingvehicle motion, in accordance with embodiments. The system 1700, invarious embodiments and as will be described herein below in the section“Example Methods of Use”, is used to detect and control bump events,front and rear link events, rebound stoke detection events, powerdetection events, and rebound damping adjustment events. In embodiments,the system includes a control system 1725 and an electronic valve 1500.As will be described herein, the control system 1725 includes: a controlsignal accessor 1730; a comparer 1740; a pilot valve assembly monitor1745; and an activation signal sender 1750. The electronic valve 1500 isshown to include: a pilot valve assembly 1505; a primary valve 1510; andan orifice block 1515 comprising a control orifice 1535. In oneembodiment, the control system 1725 may be located on a custom PCB withsurface mount components. The control system 1725 may be miniaturizedsuch that it is small enough to be packaged in bicycle forks and shocks.In one embodiment, the control system 1725 may be packaged in the forksteer tube. It should be appreciated that the control system 1725 may bepackaged and positioned on the vehicle in any manner that leavessufficient frame clearance for riding the vehicle.

In one embodiment, the control signal accessor 1730 accesses a set ofcontrol signals 1735 (shown herein to be control signals 1735A, 1735Band 1735C), wherein at least one control signal (for example, controlsignal 1735B) of the set of control signals 1735 includes anacceleration value corresponding to a movement of a vehicle component1765B of the vehicle 1710. It should be appreciated that in oneembodiment, the control signal accessor 1730 may retrieve controlsignals from a set of sensors, such as the set of sensors 1770B.However, in another embodiment, the control signal accessor 1730 mayreceive control signals from a set of sensors. It should also beappreciated that the set of sensors may include as many accelerometersthat are necessary to measure the acceleration (including tilt) of thevehicle component. For example, in one embodiment, each bicycle wheelhas a MEMS accelerometer oriented such that the sensing axis is alignedwith the wheel path during the compression of the bicycle's vehiclesuspension damper. For wheels that have a non-linear path (as in mostrear suspensions), the sensing axis is aligned with the direction ofwheel travel at the ride height. The term “ride height” is used to referto a position of the vehicle frame, taking into account the rider'sweight, which accommodates an approximate vehicle suspension damperposition being intermediate of a fully extended position and a fullycompressed position, such that the natural position of the vehiclesuspension damper is in the middle of its stroke. In this beginningposition, if and when the wheel experiences varied terrain, and thusexperiences acceleration, the vehicle suspension damper responds byadjusting to a compressed and/or expanded position.

In one embodiment, the pilot valve assembly monitor 1745 monitors astate of at least one pilot valve assembly (such as pilot valve assembly1505) within at least one vehicle suspension damper (such as vehiclesuspension damper 1705) attached to the vehicle 1710. The “state” refersto the open, partially open, or closed position of the pilot valveassembly 1505. The state of the pilot valve assembly 1505 influences (orcontrols) a damping force within the vehicle suspension damper 1705. Inone embodiment, the pilot valve assembly monitor 1745 monitors the stateof the at least one pilot valve assembly by following the control logicof prior instructions given to the pilot valve assembly. For example,the last instruction given by the control system 1725 may have been toopen the pilot valve assembly 1505. Thus, the pilot valve assemblymonitor 1745 would know that the state of the pilot valve assembly 1505is “open”. In another embodiment, if the control system 1725 has yet togive state instructions to the pilot valve assembly 1505, then thecontrol system is preprogrammed to consider the pilot valve assembly1505 to be in a defaulted state, such as, in one example, in a “firm”mode (fully or partially closed). In yet another embodiment, if thecontrol system 1725 has yet to give state instructions to the pilotvalve assembly 1505, then the control system 1725 causes the solenoid toretract, placing the vehicle suspension damper in the soft mode. In yetanother embodiment, the pilot valve assembly monitor 1745 cooperateswith a one or more sensors configured to sense the state of the pilotvalve assembly 1505.

In one embodiment, the comparer 1740 compares the acceleration value toa predetermined acceleration threshold value corresponding to thevehicle component 1765B. In one embodiment, the predeterminedacceleration threshold value appears in the database 1755. In oneembodiment, the control system 1725 includes the database 1755. However,in another embodiment the database 1755 resides external to andaccessible by the control system 1725. Among other information, thedatabase 1755 stores one or more (a set of) predetermined accelerationthreshold values (including tilt threshold values [e.g., roll andpitch]) that correspond to various vehicle components of the vehicle1710.

In one embodiment, linked to each of the predetermined accelerationthreshold values and stored at a database, such as database 1755, areinstructions that direct the control system 1725 to determine whether ameasured acceleration value associated with a vehicle component exceedsthe predetermined acceleration threshold value for the vehiclecomponent. The following is a non-limiting example. While a bicycle'sfront wheel begins to run over a rock, accelerometers that are attachedto a bicycle's front wheel base send a control signal to the controlsystem, indicating an acceleration value, “A”, associated with the frontwheel. The comparer 1740 compares this acceleration value, “A”, with thepredetermined acceleration threshold value, “B”, stored in the database1755. The database 1755 indicates therein that if the acceleration value“A” exceeds the predetermined acceleration threshold value, “B”, and ifthe pilot valve assembly 1505 is found to be closed, then the controlsystem 1725 is to send a particular activation signal 1720 to the powersource 1715 such that the power source sends a current of “C” amperes tothe pilot valve assembly 1505. The pilot valve assembly 1505 opens,thereby decreasing damping forces provided in the pilot pressurechamber. In one embodiment, the vehicle suspension damper is set to adefault position of “firm” (or closed).

Thus, linked to each predetermined acceleration threshold valuecorresponding to a particular vehicle component are instructions thatdirect the control system 1725 to send immediately, not send, or delayin sending an activation signal 1715 depending on various determinedfactors. These factors include whether the predetermined accelerationthreshold value was found to be exceeded and the current state of thepilot valve assembly (e.g., open or closed).

In one embodiment, the activation signal sender 1750, based on thecomparing performed by the comparer 1740 and the monitoring performed bythe pilot valve assembly monitor 1745, sends an activation signal 1720to a power source 1715 of the vehicle suspension damper 1705. Theactivation signal 1720 activates the power source 1715 to deliver acurrent 1775 to the pilot valve assembly 1505. Wherein, once the current1775 is delivered, the pilot valve assembly 1505 adjusts to a desiredstate. The desired state of the pilot valve assembly 1505 is configuredto adjust the damping force within the vehicle suspension damper 1705 toultimately reduce an acceleration of the frame of the vehicle. By theterm “reduce”, it is meant that the acceleration of the vehicle's frameis brought closer to zero via the adjustment in the damping force withinthe vehicle suspension damper.

For example, the control system 1725 may determine that the measuredacceleration value “A” exceeds the predetermined acceleration thresholdvalue “B” and that the pilot valve assembly 1505 is in a closed state.The instructions of the database 1755 direct the control system 1725 toenable the pilot valve assembly 1505 to fully open to lessen the dampingforce in the pilot pressure chamber 1520 within the vehicle suspensiondamper 1705 by sending an activation signal 1715 to the power sourcethat directs the power source 1715 to send a current of “D” amperes tothe pilot valve assembly 1505, thereby causing the pilot valve assembly1505 to fully open.

One implementation of an embodiment uses a latching solenoid to controlthe pilot valve assembly 1505. As described herein, the latchingsolenoid only requires power to change a state; no power is required tomaintain a state. In order to provide the latching solenoid with theminimum amount of energy required to actuate, such that there is nowasted energy, the battery voltage (i.e., power source 1715) isperiodically measured. The measured value is used to provide a PulseWidth Modulated (“PWM”) signal to the latching solenoid to ensure thatit gets the same resultant applied voltage while the battery drainsduring use.

As described herein, the control system 1725 monitors the state of thepilot valve assembly 1505, and only sends an activation signal 1715(e.g., a pulse to actuate) if the pilot valve assembly 1505 is not inthe desired state. For example, a pulse is not sent if the pilot valveassembly 1505 is already found to be open.

Optionally, the control system 1725 may also include any of thefollowing: a timer applicator 1785; and a mode determiner 1795. Further,in various embodiments, detection events are user configurable, suchthat upon detection of the detection event, the control system 1725causes the pilot valve assembly 1505 to adjust to an open, partiallyopen, or closed position. A user may configure the triggers thatultimately cause the pilot valve assembly 1505 to open or close based onvariables such as, but not limited to, power (torque, RPM), cadence,sitting on the vehicle, standing on the vehicle, speed, and a GPSreading.

The timer applicator 1785, in one embodiment, sets a timer upon theopening of a pilot valve assembly 1505. When the timer expires, thecontrol system 1725 will cause the pilot valve assembly 1505 to close.As will be explained below, the timer applicator 1785 functions atparticular preprogrammed times during various event detections. In oneexample of the implementation of the time applicator 1785, when abicycle runs over a bump with sufficient magnitude (preprogrammedmagnitude) that the pilot valve assembly 1505 opens, the pilot valveassembly 1505 then stays open for a certain amount of preprogrammedtime. When this timer expires, the pilot valve assembly 1505 will close.However, if during the time that the pilot valve assembly 1505 is open,the bicycle hits another bump of a sufficient magnitude that the controlsystem 1725 would normally cause the pilot valve assembly 1505 to open,then the control system 1725 resets the timer such that the time willrun for a preprogrammed amount of time. Thus, if the bicycle is goingdownhill on a really bumpy ground, it is possibly that the timer may becontinually resetting and the pilot valve assembly 1505 remains openthroughout the downhill ride. However, in embodiments, the system 1700,including the control system 1725 and the electronic valve 1500, is fastenough such that if the time does expire, the control system 1725 isable to reset the vehicle suspension damper to a former mode setting.Then, if the bicycle then hits another bump, the control system 1725will cause the pilot valve assembly 1505 to open up fast enough suchthat the rider is prevented from receiving a rigid shock.

It should be appreciated, and as will be described herein below, thecontrol system is user configurable. A user may set the control systemto respond to terrain changes according to a particular riding scenario,such as, but not limited to: climbing; trail riding; and descending. Thecontrol system is further configurable to respond to bumps, freefalls,and power input by the rider (e.g., torque, cadence, and speed).

As described above, in various embodiments, the control system 1725 maybe configured to operate in one of at least three modes: climb mode;trail mode; and descend mode. The vehicle suspension damper 1705 enablesthe user to select a particular mode of operation via user inputmechanisms known in the art (e.g., buttons, switches [on the vehiclehandlebar], voice activation, etc.). The mode determiner 1795 determinesunder what system mode the control system 1725 is operating (e.g.,climb, trail, and descend).

According to embodiments, when the two-wheeled vehicle is in the climbmode, the vehicle suspension damper is in a firmer setting. Typically,but not always, the vehicle suspension damper is experiencing a fulllock-out and is fully closed.

When the two-wheeled vehicle is in the descend mode, the vehiclesuspension damper is in a softer setting and the control system 1725 hasbeen inactivated.

When the two-wheeled vehicle is in the trail mode, the vehiclesuspension damper is nominally firm with the vehicle suspension damperautomatically switching to a soft setting in response to receivingacceleration inputs at each wheel. In one embodiment, the vehicle has atleast one light mechanism (e.g., LEDs) on the handlebars (for example,one light each for the front and back vehicle suspension damper),configured to indicate when the pilot valve assembly 1505 is open andthus in the soft mode by showing patterns of light (e.g., on, off,blinking, dull, bright, varying colors).

Examples of when a user may want the vehicle suspension damper in thefirm setting and locked out is when the user is climbing up a fire roador maybe sprinting to a finish line. In these scenarios, the user doesnot want the soft suspension or the possibility of vehicle suspensiondamper switching to a softer mode. Examples of when a user may want thevehicle suspension damper to be in a soft setting and open are when theuser is dirt jumping or going downhill.

While in the trail mode, a method of operation, according to embodimentsdescribed below, detects a bump, and automatically (without user input)switches the vehicle suspension damper 1705 to a soft (or softer)setting.

While examples discussed herein utilize a bicycle, it would beappreciated that these examples are non-limiting, and other two-wheeledvehicles may be described in place of a “bicycle”.

In one embodiment, the novel control system(s) described herein areintegrated into an existing vehicle's control unit or stands alongsidethe exiting control unit to achieve a complete system. In oneembodiment, the novel control system(s) are enabled to use sensors thatare already attached to a vehicle. Additionally, in one embodiment, thenovel control system(s) and/or the attached electronic valve asdiscussed herein, is enabled to cooperatively function with existingpassive position-sensitive systems (e.g., 4.4 By-Pass™, FORD SVT™).

Additionally, the novel control system(s) described herein may bepackaged in several different shock absorber platforms such thatmultiple performance levels may be achieved at varying price points. Forexample, the novel control systems may be packaged in a vehiclesuspension damper only capable of compression. In another example, andnovel control systems may be packed in a twin tube, which is capable ofcompression and rebound.

In one embodiment, the control system 1725 is programmable. In oneembodiment, data within the control system 1725 may be adjusted via aninput/output device 2220 and display device 2218 (see FIG. 22).

Example Methods of Use For Two-Wheeled Vehicles

With reference to FIGS. 18, 19, 20 and 21, the flow diagrams thereofillustrate example methods 1800, 1900, 2000 and 2100 used by variousembodiments. The flow diagrams include methods 1800, 1900, 2000 and 2100and operations thereof that, in various embodiments, are carried out byone or more processors (e.g., processor(s) 2206 of FIG. 22) under thecontrol of computer-readable and computer-executable instructions. It isappreciated that in some embodiments, the one or more processors may bein physically separate locations or electronic devices/computingsystems. The computer-readable and computer-executable instructionsreside, for example, in tangible data storage features such as volatilememory, non-volatile memory, and/or a data storage unit (see e.g., 2208,2210, and 2212 of FIG. 22). The computer-readable andcomputer-executable instructions can also reside on any tangiblecomputer-readable media such as a hard disk drive, floppy disk, magnetictape, Compact Disc, Digital versatile Disc, and the like. In someembodiments, the computer-readable storage media is non-transitory. Thecomputer-readable and computer-executable instructions, which may resideon computer-readable storage media, are used to control or operate inconjunction with, for example, one or more components of a controlsystem 1725, a user's electronic computing device or user interfacethereof, and/or one or more of processors 2206. When executed by one ormore computer systems or portion(s) thereof, such as a processor, thecomputer-readable instructions cause the computer system(s) to performoperations described by the methods of flow diagrams 1800, 1900, 2000and 2100.

Although specific procedures are disclosed in methods 1800, 1900, 2000and 2100 of the flow diagrams, such procedures are examples. That is,embodiments are well suited to performing various other operations orvariations of the operations recited in the processes of flow diagrams.Likewise, in some embodiments, the operations of the methods 1800, 1900,2000 and 2100 in the flow diagrams may be performed in an orderdifferent than presented, not all of the operations described in one ormore of these flow diagrams may be performed, and/or more additionaloperations may be added.

The following discussion sets forth in detail the operation of someexample methods of operation of embodiments. With reference to FIGS. 18,19, 20 and 21, a flow diagrams illustrate example methods 1800, 1900,2000 and 2100 used by various embodiments. The flow diagrams includesome steps that, in various embodiments, are carried out by a processorunder the control of computer-readable and computer-executableinstructions. In this fashion, steps described herein and in conjunctionwith the flow chart are, or may be, implemented using a computer, invarious embodiments. The computer-readable and computer-executableinstructions can reside in any tangible computer readable storage media.Some non-limiting examples of tangible computer readable storage mediainclude random access memory, read only memory, magnetic disks, solidstate drives/“disks”, and optical disks, any or all of which may beemployed with control system 1725. Although specific steps are disclosedin methods 1800, 1900, 2000 and 2100 on the flow diagrams (in FIGS. 18,19, 20 and 21), such steps are examples. That is, embodiments are wellsuited to performing various other steps or variations of the stepsrecited in methods 1800, 1900, 2000 and 2100. Likewise, in someembodiments, the steps in methods 1800, 1900, 2000 and 2100 may beperformed in an order different than presented and/or not all of thesteps described in the methods 1800, 1900, 2000 and 2100 may beperformed. It is further appreciated that steps described in the methods1800, 1900, 2000 and 2100 may be implemented in hardware, or acombination of hardware with firmware and/or software.

Example Methods for Controlling Vehicle Motion In Two-Wheeled Vehicle

Various embodiments enable the detection of and response to eventsexperienced by the vehicle, such as, but not limited to, bump detectionevents, power detection events, rebound stroke detection event, frontand rear link events, and rebound damping adjustment events. Below is adescription of embodiments configured for responding to theaforementioned detected events.

Bump Detection Event

Detecting bumps on the ground requires filtering out rider input.Acceleration that is measured at a vehicle's wheels (the accelerationbeing the result of rider input [e.g., standing, pedaling inputs, etc.])is in the opposite direction as accelerations resulting from groundinput. Thus, since the two accelerations are so different, the rider'sinput may easily be filtered out, thereby enabling the detection ofbumps on the ground during a bicycle ride.

Embodiments include user configurable settings (via, for example,buttons and switches on the handlebar) for establishing minimum bumpmagnitudes required to cause the vehicle suspension damper 1705 tochange to a soft damping setting. The rider is able to adjust themagnitude of the bump detection for different scenarios. For example, ifthe rider wants to go very fast, or is standing on his bicycle, then therider probably wants firmer g thresholds, which means that the riderwill set the g thresholds to be high. However, if the user is sitting onthe bicycle's seat, or riding downhill, then the rider probably wantssofter g thresholds, which means the rider will set the g thresholds tobe low.

Following is a discussion of FIGS. 18 and 19, flow diagrams for methodsfor controlling vehicle motion, in accordance with embodiments, andrelating to bump detection events. FIG. 18 describes a method 1800 of anoperation of control system 1725 before, during and after a bump is oris not detected (e.g., a vehicle riding over a bump). FIG. 19 followswith a description of a method 1900 of detecting a bump and the responsethereto, in accordance with embodiments. Reference will be made toelements of FIGS. 15 and 17 to facilitate the explanation of theoperations of the methods of flow diagrams 1800 and 1900. In someembodiments, the method of flow diagrams 1800 and 1900 describe a use ofor instructions for operation of control system 1725.

With reference now to FIG. 18, at operation 1802, the method starts.

At operation 1804, in one embodiment, a mode of a vehicle suspensiondamper is determined. For example, mode determiner 1795 of the controlsystem 1725 determines that the vehicle suspension damper 1705 is in thedescend mode. If the vehicle suspension damper is determined to be inthe descend mode, the method 1900 then moves to operation 1806.

At operation 1806, in one embodiment, the control system 1725 opens thepilot valve assembly 1505. The operation 1800 then returns to start1802.

At operation 1804, if the mode determiner 1795 determines that thevehicle suspension damper 1705 is in the climb mode, then the method1800 moves to operation 1808. At operation 1808, in one embodiment, thecontrol system 1725 causes the pilot valve assembly 1505 to close or,the rebound to close. The method 1800 then returns to start 1802.

At operation 1804, in one embodiment, the control system 1725 determinesthat the vehicle suspension damper 1705 is in the trail mode. The method1800 moves to operation 1810. At operation 1810, in one embodiment, thecontrol system 1725 reads accelerometers. In one embodiment, reading theaccelerometers entails the control system 1725 accessing a set ofcontrol signals 1735, wherein the set of control signals 1735 includesat least one measured acceleration value corresponding to a movement ofthe vehicle component, such as vehicle component 1765B, of the vehicle1710. It should be appreciated that in one embodiment, the term,“accessing” refers to the control system 1725 retrieving the set ofcontrol signals 1735 from the set of sensors 1770. However, in anotherembodiment, the term accessing refers to the control system 1725receiving the set of control signals 1735 from the set of sensors. Themethod 1800 moves to operation 1812.

At operation 1812, in one embodiment, the control system 1725 determinesif the measured acceleration value is greater than the predeterminedacceleration threshold value OR if the vehicle component 1765 isexperiencing free-fall. Of note, according to an embodiment, the set ofsensors may include sensors that are configured to detect accelerationindependent of the orientation of the sensor. The sensor can detect ifthe vehicle component is experiencing a zero g—the vehicle component isin free-fall. In one embodiment, if the control system 1725 determinesthat a vehicle component is experiencing a zero-g for a preprogrammednumber of seconds (e.g., more than 10 ms) (using a timer that ispreprogrammed to expire and run out after 10 ms has elapsed), then thecontrol system 1725 causes the pilot valve assembly 1505 to open up intothe soft mode, providing a nice cushioned landing for the bicycle. Thus,according to embodiments, it is not necessarily true that the pilotvalve assembly 1505 will open up when a bicycle hits a little crest, asa set timer will prevent such opening.

At operation 1812, in one embodiment, if the control valve 1725 findsthat the measured acceleration value is less than the predeterminedacceleration threshold value AND the vehicle component 1765 is notexperiencing free-fall, then the method 1800 moves to operation 1814. Atoperation 1814, in one embodiment, the control system 1725 determines ifthe pilot valve assembly 1505 is open. If the control system 1725determines that the pilot valve assembly 1505 is not open, the method1800 returns to the start 1802. However, if the control system 1725determines that the pilot valve assembly 1505 is open, then the method1800 moves to operation 1816.

At operation 1812, if the control system 1725 determines that EITHER theacceleration value is greater than the predetermined accelerationthreshold value 1760 OR a free-fall is detected, then the method 1800moves to operation 1918. At operation 1818, in one embodiment, thecontrol system 1725 determines if the pilot valve assembly 1505 is open.If the control system 1725 determines that the pilot valve assembly 1505is not open, the method 1800 moves to operation 1820.

Since a significant bump will most likely follow a free-fall event, atoperation 1820, in one embodiment, the control system 1725 will causethe pilot valve assembly 1505 to open. Thus, if the pilot valve assembly1505 is found to be closed, in one embodiment, the activation signalsender 1750 will send an activation signal 1720 to the power source 1715to cause the power source 1715 to deliver a current 1775 to the pilotvalve assembly 1505, thereby causing the pilot valve assembly 1505 toopen. Of note, a free-fall event is treated like a bump event for thepurposes of actuating a latching solenoid of the pilot valve assemblyand resetting the timer. After the control system 1725 causes the pilotvalve assembly 1505 to be opened, the method 1800 moves to operation1822.

At operation 1818, in one embodiment, if the control system 1725 findsthat the pilot valve assembly 1725 is open, then the method 1800 movesto operation 1822.

At operation 1822, in one embodiment, the control system 1725 sets atimer for the pilot valve assembly 1505 to remain open. In oneembodiment, a timer applicator 1785 of the control system 1725 sets thetimer according to predetermined instructions. The predeterminedinstructions are preprogrammed by the user and/or are factory settings.The method 1800 then moves to operation 1816.

At operation 1816, in one embodiment, the control system 1725 determinesif the timer that was set at operation 1822 has expired. If the controlsystem 1725 determines that the timer has expired, then the method 1800moves to operation 1824. At operation 1816, in one embodiment, if thecontrol system 1725 determines that the timer has not expired, then themethod 1800 returns to the start 1802.

At operation 1824, in one embodiment, the control system 1725 determinesif rebounding is occurring. If the control system 1725 determines thatrebounding is occurring, then the method 1800 moves to operation 1826.At operation 1824, in one embodiment, if the control system 1725determines that rebounding is not occurring, then the method 1800returns to start 1802.

At operation 1826, in one embodiment, the control system 1725 causes thepilot valve assembly 1505 to close. The method 1800 then returns tostart 1802.

With reference now to FIG. 19, at operation 1902, in one embodiment andas described herein, a measured acceleration value associated with amovement of a vehicle component 1765 of a vehicle 1710 is compared witha predetermined acceleration threshold value that corresponds to thevehicle component 1765, wherein the vehicle component 1765 is coupledwith a frame of the vehicle 1710 via at least one vehicle suspensiondamper 1705.

At operation 1904, in one embodiment and as described herein, a state ofat least one valve within the at least one vehicle suspension damper1705 of the vehicle 1710 is monitored, wherein the state controls adamping force within the at least one vehicle suspension damper 1705. Invarious embodiments, the at least one valve includes any of thefollowing: a pilot valve assembly 1510 (also considered to be a valve);a pilot spool valve 1545 of the pilot valve assembly 1510; a primaryvalve 1505; a valve member 1540; and a flapper valve 2600 (see FIG. 26).A pilot valve assembly 1510, a pilot spool valve 1545 of the pilot valveassembly 1510, a primary valve 1505, a valve member 1540, and a flappervalve, incorporated in the electronic valve 1500 of the vehiclesuspension damper 1705 all are enabled to regulate damping forces withinthe vehicle suspension damper 1705 by opening and closing. When acurrent is applied to the electronic valve 1500 and components therein,ultimately, these various valves open and close.

At operation 1906, in one embodiment and as described herein, based onthe comparing and the monitoring, damping forces within the at least onevehicle suspension damper are regulated by actuating the at least onevalve to adjust to a desired state, such that an acceleration of theframe of the vehicle is reduced (i.e., refers to getting closer to zerog's).

At operation 1908, in one embodiment and as described herein, before thecomparing of step 1902, a set of control signals are accessed, whereinat least one control signal of the set of control signals comprises themeasured acceleration value.

At operation 1910, in one embodiment and as described herein, before theregulating of step 1906, a mode switch setting for the at least onevehicle suspension damper is determined.

At operation 1912, in one embodiment and as described herein, a timerconfigured to hold the at least one valve in the first desired state fora predetermined period of time is set.

At operation 1914, in one embodiment and as described herein, uponexpiration of the timer that was set in operation 1912, it is determinedwhether or not the at least one vehicle suspension damper isexperiencing rebounding.

At operation 1916, in one embodiment and as described herein, a secondactivation signal is sent to a power source of the at least one vehiclesuspension damper, the second activation signal activating the powersource to deliver a current to the at least one valve, wherein upondelivery of the current, the at least one valve adjusts to a closedposition.

Of note, method 1900 described above enables the detection of thefollowing events, for controlling vehicle motion: a bump detection eventas described; a power detection event; a rebound event; a free-falldetection event; and a front and rear linking event.

Power Detection Event

The vehicle suspension damper, in one embodiment, has two sub-modes asit relates to a power detection event mode: high power; and low power.In the high power sub-mode, the method 1900 for detecting bump events isutilized. In the low power mode, the vehicle suspension damper is placedin a soft setting.

In general, in one embodiment, a set of sensors capable of measuringpower, torque and cadence are used. When the rider's measured power,torque and cadence is determined to be below a predetermined powerthreshold value, then the compression damping will be placed in the softsetting (by opening the pilot valve assembly). However, when the rider'smeasured power, torque and cadence is determined to be above apredetermined power threshold value, then the method 2000 for detectingbumps is used to determine a pilot valve assembly setting for acquiringa desired damping state.

In one embodiment, when the rider's measured power, torque and cadenceis determined to be above a predetermined power threshold value, thenthe compression damping is placed in a firm setting (by closing thepilot valve assembly).

Following is a discussion of FIG. 20, a flow diagram for a method 2000for controlling vehicle motion, in accordance with embodiments, andrelating to power detection events. FIG. 20 describes a method 2000 ofdetecting a power output from a rider and the response thereto, inaccordance with embodiments. Reference will be made to elements of FIGS.15 and 17 to facilitate the explanation of the operations of the methodsof flow diagram 2000. In some embodiments, the method of flow diagram2000 describes a use of or instructions for operation of control system1725.

With reference now to FIG. 20, at operation 2002, the method 2000starts.

At operation 2004, in one embodiment, a power measurement valueassociated with user input to a vehicle is compared to a predeterminedpower measurement threshold value.

At operation 2006, in one embodiment and as described herein, if thepower measurement value is greater than the predetermined powermeasurement value, then: a measured acceleration value associated with amovement of a vehicle component 1765 of a vehicle 1710 is compared witha predetermined acceleration threshold value that corresponds to thevehicle component 1765; a state of at least one valve within at leastone vehicle suspension damper 1705 of the vehicle 1710 is monitored,wherein the state controls a damping force within the at least onevehicle suspension damper 1705; wherein the vehicle component 1765 iscoupled with a frame of the vehicle 1710 via the at least one vehiclesuspension damper 1705, and based on the comparing and the monitoring,damping forces are regulated within the at least one vehicle suspensiondamper 1705 by actuating the at least one valve to adjust to a desiredstate, such that an acceleration of the frame of the vehicle 1710 isreduced.

At operation 2008, in one embodiment and as described herein, if thepower measurement value is less than the predetermined power measurementvalue, then the at least one valve (e.g., pilot valve assembly 1505) isactuated to be fully open, thereby achieving a soft setting for the atleast one vehicle suspension damper.

Rebound Stroke Detection Event

In one embodiment, it may be determined if the vehicle suspension damperis in a rebound stroke, by disposing a pressure transducer onto an airspring. The pressure transducer is able to provide an indication of arebounding stroke by sensing if the pressure is increasing or decreasing(if one is in a compression stroke or a rebound stroke, respectively).Thus, when the pressure transducer indicates a decreasing pressuremeasurement, it is determined that the vehicle suspension damper is in arebound stroke. The set of sensors read the pressure transducer'smeasurements and send control signals to the control system 1725. Thecontrol signals indicate that pressure is decreasing in the spring andthe bicycle is thus in the rebound stroke. The control system 1725 thencauses the vehicle suspension damper 1705 to revert to a firm mode (witha closed pilot valve assembly 1505). Without embodiments, a vehiclesuspension damper may revert to the firm mode during a compressionstroke with an audible and distracting clicking sound.

Of note, in one embodiment, a set of sensors is attached to the pressuretransducer, enabling a set of control signals containing accelerationvalues associated with a rebound event to be sent to the control system.

Rebound Damping Adjustment Detection Event

The vehicle suspension damper, in one embodiment, has two sub-modes asit relates to the rebound damping adjustment event mode: 1) normalrebound damping; and 2) high rebound damping. In the normal rebounddamping sub-mode, the method 1900 of FIG. 19 for controlling vehiclemotion relating to bump detection is utilized, as it refers to the trailand descend mode, discussed herein with reference to FIG. 18. In thehigh rebound damping mode, the method 1900 for detecting bump events isutilized, as it refers to the climb mode, discussed herein withreference to FIG. 18.

Therefore, it should be appreciated that increasing the rebound dampingby placing the vehicle suspension damper in a soft mode results in thebicycle riding low in front, which may be preferable when climbing. Ofnote, rebound damping settings for the trail mode and the descend mode,other than those used in the methods 1800 and 1900 for detecting bumpevents, may be utilized.

In one embodiment, the rebound adjustment is performed using a steppermotor in the bottom of the bicycle's front fork. However, the exact typeof actuator is not critical. Other actuators such as a DC brushed orbrushless motor or a peizo motor can be used. The motor turns therebound adjuster needle in the same manner that a rider would turn theadjuster on a fork with a manual adjuster. The stepper motor providesfor discrete adjustments rather than for an opening and a closing of avalve.

In one embodiment, the control system automatically sets the correctamount of rebound damping according to preprogrammed instructions storedthereon, or stored external to the control system (though accessible bythe control system). A pressure transducer attached to an air spring isused, in this embodiment, since the correct amount of rebound isdependent on the air spring preload (which is dependent on the rider'sweight).

An example follows that shows the advantages of adjusting the vehiclesuspension damper upon the determination that a rebound dampingadjustment event has occurred. Suppose a bicyclist is climbing a hilland the vehicle suspension damper is in the firm mode and locked-out. Insuch a firm mode, the bicycle cannot rebound. The bicycle's center ofgravity is high; the high center of gravity may cause the bicyclistclimbing the hill on his bike to go over the bicycle backwards. So, upondetection of a rebound damping adjustment event, the rebound is softenedon the front end of the bicycle, thereby causing the front end of thebicycle to lower. The bicyclist is no longer in danger of going over thebicycle backwards.

Following is a discussion of FIG. 21, a flow diagram for a method 2100for controlling vehicle motion, in accordance with embodiments, andrelating to rebound stroke detection events. FIG. 21 describes a method2100 of detecting a rebound stroke and the response thereto, inaccordance with embodiments. Reference will be made to elements of FIGS.15 and 17 to facilitate the explanation of the operations of the method2100 of the flow diagram. In some embodiments, the method 2100 of flowdiagram describes a use of or instructions for operation of controlsystem 1725.

With reference now to FIG. 21, at operation 2102, the method 2100starts.

At operation 2102, in one embodiment, it is determined that at least onevehicle suspension damper of a vehicle is in a rebounding mode.

At operation 2104, in one embodiment and as described herein, a measuredacceleration value associated with a movement of a vehicle component1765 of the vehicle 1710 is compared with a predetermined accelerationthreshold value that corresponds to the vehicle component 1765.

At operation 2106, in one embodiment and as described herein, a state ofat least one valve within the at least one vehicle suspension damper1705 of the vehicle 1710 is monitored, wherein the state controls adamping force within the at least one vehicle suspension damper 1705,and wherein the vehicle component is coupled with a frame of the vehiclevia the at least one vehicle suspension damper 1705.

At operation 2108, in one embodiment and as described herein, based onthe comparing at operation 2104 and the monitoring at operation 2106,damping forces within the at least one vehicle suspension damper 1705are regulated by actuating the at least one valve (e.g., pilot valveassembly 1505) to adjust to a desired state, such that an accelerationof the frame of the vehicle 1710 is reduced.

Front and Rear Link Detection Event

In various embodiments, in systems that have both front and rear vehiclesuspension dampers, the control system of the rear vehicle suspensiondamper is programmed to respond to detected terrain changes in eitherthe front or the rear wheels, such as a bump, by causing the pilot valveassembly of the rear vehicle suspension damper to open. In contrast, thecontrol system of the front vehicle suspension damper is programmed toonly respond to terrain changes detected at the front wheel, by causingthe pilot valve assembly of the front vehicle suspension damper to open.

An example follows in which a user will benefit from the front and rearlink event discussed above. Suppose a bicyclist rides over a bump whileriding into a corner. The bicycle front hits the bump. If, in responseto hitting the bump, only the front suspension damper becomes soft as aresult of the opening of the pilot valve assembly 1505, then the frontend of the bicycle lowers and experiences a dive. When the rear end ofthe bicycle hits the bump, the rear end will be higher than the frontend. Now, the bicyclist has ridden into a corner, the bicycle isleaning, and it has an awkward positioning that is uncomfortable forriding. Thus, in embodiments, the control system 1725 is preprogrammedto cause the back vehicle suspension damper to open upon the detectionof a bump at the front or the rear of the vehicle. By linking the rearcontrol system 1725 with the sensors on the front of the bicycle as wellas the sensors on the rear of the bicycle, embodiments cause the rearvehicle suspension dampers to move into the soft mode upon the detectionof a bump at the front and rear wheels.

Example Computer System Environment

With reference now to FIG. 22, all or portions of some embodimentsdescribed herein are composed of computer-readable andcomputer-executable instructions that reside, for example, incomputer-usable/computer-readable storage media of a computer system.That is, FIG. 22 illustrates one example of a type of computer (computersystem 2200) that can be used in accordance with or to implement variousembodiments which are discussed herein. It is appreciated that computersystem 2200 of FIG. 22 is only an example and that embodiments asdescribed herein can operate on or within a number of different computersystems including, but not limited to, general purpose networkedcomputer systems, embedded computer systems, routers, switches, serverdevices, client devices, various intermediate devices/nodes, stand alonecomputer systems, distributed computer systems, media centers, handheldcomputer systems, multi-media devices, and the like. Computer system2200 of FIG. 22 is well adapted to having peripheral non-transitorycomputer-readable storage media 2202 such as, for example, a floppydisk, a compact disc, digital versatile disc, other disc based storage,universal serial bus “thumb” drive, removable memory card, and the likecoupled thereto.

System 2200 of FIG. 22 includes an address/data bus 2204 forcommunicating information, and a processor 2206A coupled with bus 2204for processing information and instructions. As depicted in FIG. 22,system 2200 is also well suited to a multi-processor environment inwhich a plurality of processors 2206A, 2206B, and 2206B are present.Conversely, system 2200 is also well suited to having a single processorsuch as, for example, processor 2206A. Processors 2206A, 2206B, and2206B may be any of various types of microprocessors. System 2200 alsoincludes data storage features such as a computer usable volatile memory2208, e.g., random access memory (RAM), coupled with bus 2204 forstoring information and instructions for processors 2206A, 2206B, and2206B.

System 2200 also includes computer usable non-volatile memory 2210,e.g., read only memory (ROM), coupled with bus 1004 for storing staticinformation and instructions for processors 2206A, 2206B, and 2206B.Also present in system 2200 is a data storage unit 2212 (e.g., amagnetic or optical disk and disk drive) coupled with bus 2204 forstoring information and instructions. System 2200 also includes anoptional alphanumeric input device 2214 including alphanumeric andfunction keys coupled with bus 2204 for communicating information andcommand selections to processor 2206A or processors 2206A, 2206B, and2206B. System 2200 also includes an optional cursor control device 2216coupled with bus 2204 for communicating user input information andcommand selections to processor 2206A or processors 2206A, 2206B, and2206B. In one embodiment, system 2200 also includes an optional displaydevice 2218 coupled with bus 2204 for displaying information.

Referring still to FIG. 22, optional display device 2218 of FIG. 22 maybe a liquid crystal device, cathode ray tube, plasma display device orother display device suitable for creating graphic images andalphanumeric characters recognizable to a user. Optional cursor controldevice 2216 allows the computer user to dynamically signal the movementof a visible symbol (cursor) on a display screen of display device 2218and indicate user selections of selectable items displayed on displaydevice 2218. Many implementations of cursor control device 2216 areknown in the art including a trackball, mouse, touch pad, joystick orspecial keys on alphanumeric input device 2214 capable of signalingmovement of a given direction or manner of displacement. Alternatively,it will be appreciated that a cursor can be directed and/or activatedvia input from alphanumeric input device 2214 using special keys and keysequence commands. System 2200 is also well suited to having a cursordirected by other means such as, for example, voice commands. System2200 also includes an I/O device 2220 for coupling system 2200 withexternal entities. For example, in one embodiment, I/O device 2220 is amodem for enabling wired or wireless communications between system 2200and an external network such as, but not limited to, the Internet.

Referring still to FIG. 22, various other components are depicted forsystem 2200. Specifically, when present, an operating system 2222,applications 2224, modules 2226, and data 2228 are shown as typicallyresiding in one or some combination of computer usable volatile memory2208 (e.g., RAM), computer usable non-volatile memory 2210 (e.g., ROM),and data storage unit 2212. In some embodiments, all or portions ofvarious embodiments described herein are stored, for example, as anapplication 2224 and/or module 2226 in memory locations within RAM 2208,computer-readable storage media within data storage unit 2212,peripheral computer-readable storage media 2202, and/or other tangiblecomputer-readable storage media.

Example System for Controlling Vehicle Motion of a Multi-Wheeled Vehicle(e.g., Truck, Car, Side-By-Side)

The system 2300 (of FIG. 23) for controlling vehicle motion is describedin relation to controlling the motion of a multi-wheeled vehicle thathas more than two wheels, such as, but not limited to, trucks, cars, andmore specialized vehicles such as, but not limited to side-by-sides andsnowmobiles, in accordance with embodiments. It should be appreciatedthat while the following discussion focuses on embodiments with fourwheels, it should be appreciated that embodiments are not limited tooperation upon vehicles with four wheels (e.g., three wheels, fivewheels, six wheels, etc.). According to various embodiments,four-wheeled vehicles may have four vehicle suspension dampers attachedtherewith, one vehicle suspension damper attached to each wheel and tothe vehicle's frame. Various embodiments provide a system and method fordetecting rolls, pitches, and heave of four-wheeled vehicles. Forexample and with regard to detecting rolls, if a car turns a cornersharply left and begins to roll to the right, embodiments sense thevelocity of the steering wheel as it is being turned, as well as thetranslational acceleration associated with the roll experienced by thevehicle. The translational acceleration (distance/time²) associated withthe roll measures side accelerations. In response to this sensing and inorder to control the roll, a control system causes the outer right frontand back vehicle suspension dampers to firm up, in some embodiments. Ofnote, in some embodiments, the vehicle's pitch is measured by sensingthe velocity of the throttle pedal as it is being pressed and/orreleased. In other embodiments, the vehicle's pitch is measured bysensing the velocity and/or the position of the throttle pedal as it isbeing pressed and/or released. In yet other embodiments, the vehicle'spitch is measured by sensing the acceleration of the vehicle. Of furthernote, the control system does not utilize throttle pedal information tomeasure roll.

FIG. 23 is a block diagram of a system 2300 for controlling vehiclemotion, in accordance with an embodiment. The system 2300 includes theelectronic valve 1500 (shown in FIG. 15) and the control system 2304.The control system 2304 includes the following components: a controlsignal accessor 2356; a first comparer 2306; a second comparer 2310; avalve monitor 2352; a control mode determiner 2354; and an activationsignal sender 2350. Of note, the control signal accessor 2356, the firstcomparer 2306, and the valve monitor 2352 have similar features andfunctions as the control signal accessor 1730, the comparer 1740, thevalve monitor 1745, and the activation signal sender 1750, respectively.Further, in various embodiments, the control system 2304 optionallyincludes: a database 2316, a hold-off timer 2326; a tracker 2330; a holdlogic delayer 2332; a rebound settle timer 2328; a weightings applicator2334; and a signal filter 2336. The database 2316, according to variousembodiments, optionally includes predetermined acceleration thresholdvalues 2318 and predetermined user-induced inputs threshold values 2348.In various embodiments, the predetermined user-induced inputs thresholdvalues 2348 include predetermine velocity threshold values 2320.

In one embodiment, the control system 2304 may be part of the vehiclesuspension damper 2302 (that is, for example, on a side-by-side), or itmay be wire/wirelessly connected to the control system 2304. As will bediscussed below, the control system 2304 of system 2300 is furtherconfigured for comparing a set of values associated with at least oneuser-induced input (such as a user turning a steering wheel and thevelocity resulting therefrom) with at least one user-induced inputthreshold value.

In brief, and with reference to FIGS. 15 and 23, embodiments provide fora control system 2304 that accesses a set of control signals 2342 thatincludes both acceleration values and a set of values associated withuser-induced inputs (such as velocity values [of a steering wheel beingturned and/or a throttle pedal being pressed upon and/or released]measured by a set of gyrometers). It should be appreciated that the setof sensors 2340A, 2340B and 2340C (hereinafter, set of sensors 2340,unless specifically noted otherwise) attached to the vehicle component2338A, 2338B and 2338C (hereinafter, vehicle component 2338, unlessspecifically noted otherwise), respectively, may include one or moresensors, such as, but not limited to, accelerometers and gyrometers. Insome embodiments, the acceleration values with respect to thefour-wheeled vehicles are lateral (side-to-side motion) and longitudinalg's (forward and backwards motion). In other embodiments, theacceleration values with respect to four-wheeled vehicles are lateralg's, longitudinal g's and vertical g's (up and down motion). In stillother embodiments, the acceleration values for embodiments with respectto the two-wheeled vehicles measure vertical g's. User-induced inputs,according to embodiments, are those inputs by a user that cause amovement to a vehicle component of the vehicle. For example,user-induced inputs may include, but are not limited to any of thefollowing: turning a steering wheel; pressing a brake pedal (the ON/OFFresultant position of the brake pedal being pressed is measured); andpressing a throttle pedal (a velocity and/or position of the throttlepedal is measured). Thus, a set of values associated with theuser-induced inputs may any of the following: a measured velocity valueof the turning of a steering wheel; a brake's on/off status; velocitiesassociated with pressing down on the brake and/or the throttle pedal;and the difference in the positions of the throttle pedal before andafter being pressed (or the absolute throttle position). Of note, theuser-induced inputs that are measured are inputs received beforeacceleration is measured, yet relevant in quickly determining correctivedamping forces required to control the roll, pitch and heave onceexperienced. Thus, the user-induced inputs are precursors to the sensedaccelerations of various vehicle components (e.g., vehicle wheels).

Once these values (measured acceleration value and the set of valuesassociated with the user-induced inputs) are accessed by the controlsignal accessor 2356, the first comparer 2306 and the second comparer2310 compare these values to threshold values, such as those found indatabase 2316 (a store of information). Further, according toembodiments, the activation signal sender 2350 sends an activationsignal to the power source 2358 to deliver a current to the electronicvalve 1500, and more particularly, a valve (e.g., of the pilot valveassembly 1505), based upon the following: 1) the comparison made betweenthe measured acceleration value and the predetermined accelerationthreshold value 2318 discussed herein; 2) the comparison made betweenthe measured velocity of the steering wheel as it is being turned (theset of values associated with user-induced inputs) and the predeterminedvelocity threshold value 2320 of the predetermined user-induced inputsthreshold values 2348; and 3) the monitoring of the state of theelectronic valve 1500.

It should be appreciated that embodiments may include, but are notlimited to, other configurations having a control system inwire/wireless communication with the vehicle suspension damper to whichit is controlling, such as: 1) a vehicle with only one control systemthat is wire and/or wirelessly connected to all vehicle suspensiondampers attached thereto; 2) a vehicle with one control system attachedto one vehicle suspension damper, wherein the one control systemcontrols the other control systems attached to other vehicle suspensiondampers (that are attached to different wheels) of the vehicle; and 3) avehicle with one control system that is not attached to a vehiclesuspension damper, wherein the one control system controls other controlsystems that are attached to vehicle suspension dampers on the vehicle.

In embodiments, the system has at least four user selectable modes: asoft mode; a firm mode; an auto mode; and a remote mode.

According to embodiments, in the soft mode, all the vehicle suspensiondampers are soft for compression and rebound.

According to embodiments, in the firm mode, all rebound and/orcompression are firm. The firmness of the rebound and/or compression isadjustable through system settings. In one embodiment, the adjustablesystem settings are factory set and are finite in number. In anotherembodiment, an infinite number of adjustable system settings areprovided. In yet another embodiment, the user may customize andre-configure a finite number of system settings.

According to embodiments, in the auto mode, all vehicle suspensiondampers are placed in the soft setting with the control systemtransiently setting various vehicle suspension dampers to be firm.

In the remote mode, a wireless browser interface enables the soft, firmand auto mode to be selected. In one embodiment, the control system 2304monitors the position setting of a mechanical switch positioned on thevehicle, wherein the position setting may be set at one of the followingmodes: soft; firm; auto; and remote (i.e., at least partially wireless).Compression and rebounds are used to reduce the tilt of the vehicleframe. Particular advantages associated with using rebound adjustmentsare at least the following: a vehicle suspension damper in a hardrebound mode lowers the vehicle's center gravity; and the suspension isallowed to compress and absorb bumps while performing a controlled turn,thereby reducing the feeling of a harsh ride.

When the vehicle suspension damper is in the auto mode, the controlsystem 2304 causes the damping force within the vehicle suspensiondampers to be adjusted when the trigger logic described below is foundto be accurate for the roll and pitch positive and negative modes. Thedesired state of the vehicle suspension damper that is achieved fromthis adjustment is considered to be a control mode. “Trigger Logic” islogic implemented by the control system 2304 that determines whether ornot the vehicle suspension damper is allowed to pass into one of thecontrol modes when the vehicle suspension damper is in an auto mode.Operational examples of trigger logic implemented by the control system2304 are described below. “Hold Logic” is logic that is implemented bythe control system 2304 that holds the system in a given control modeeven after the possibly transient trigger logic has become false(becomes inaccurate). Operational examples of hold logic implemented bythe control system will be described below.

Embodiments also provide various damper control settings available to beimplemented for each control mode. A damper control setting is one inwhich the damping force within the vehicle suspension damper is adjustedfor one or more of the vehicle suspension dampers attached to thevehicle.

In embodiments, the vehicle's roll and pitch are ultimately determinedfrom measuring the vehicle's acceleration and measuring the vehiclecomponent movement caused by user-induced inputs. In measuring thevehicle's roll and pitch, both have defined positive and negativedirections. For example, the vehicle axis is defined as having anx-axis, a z-axis, and a y-axis. The x-axis is defined as being out thefront of the vehicle. The z-axis is defined as being up. The y-axis isdefined as following the right hand rule, which means the y-axis is outthe left side of the vehicle.

Thus, a roll positive mode is defined as a positive rotation about thex-axis of the vehicle associated with a left turn. A roll negative modeis defined as a negative rotation about the x-axis of the vehicleassociated with a right turn.

A pitch positive mode, occurring during a dive, is defined as a positiverotation about the y-axis of the vehicle associated with braking. Apitch negative mode, occurring during a squat, is defined as a negativerotation about the y-axis of the vehicle associated with throttling.

Below is a description of the control modes: 1) roll positive and rollnegative control modes; 2) pitch positive control mode—dive; and 3)pitch negative control mode—squat. Further, the trigger and hold logicassociated with each, the damper control setting options available foreach, is also described in accordance with various embodiments:

It should be appreciated that information associated with the controlmodes, the trigger and hold logic associated with each control mode andthe damper control setting options available for each control mode arestored, in one embodiment, in database 2316. The information isaccessible by first comparer 2306, second comparer 2310 and control modedeterminer 2322.

1) Roll Positive and Roll Negative Control Modes—Trigger Logic, HoldLogic, and Damper Control Settings Available

Upon exceeding a threshold (defined by the trigger logic below) whilethe vehicle experiences a roll positive or a roll negative, the controlsystem 2304 causes the pilot valve assembly 1505 to adjust to achieve acontrol state in which the roll positive and the roll negative arereduced or eliminated. Implementation options also available to achievesuch a control state are listed below. With regard to the roll positiveand roll negative controls that define circumstances when the rollpositive and roll negative control modes are triggered or the controlmodes are held in place, the following definitions apply:

“ThreshSteerVelTrigger”—This is the threshold required for steeringwheel velocity to trigger a roll control, subject to the sideacceleration being above at least “threshSideAccelRollAllow”. The mainadvantage of triggering a damping force change on steering wheelvelocity over side acceleration is that the side acceleration signallags that of the signal for the velocity value corresponding to theturning of the steering wheel. This threshold is adjustable and may betuned for trigger and hold logic (tuned by the end user or hard coded).

“ThreshSideAccelRollAllow”—This is the threshold required for sideacceleration to allow threshSteerVelTrigger to trigger roll control. ThethreshSideAccelRollAllow is nominally set less than zero given that itis used to ensure the steering wheel velocity signal is not inconsistentwith the side acceleration signal which, for example, would be the casein a counter steer maneuver. Setting this threshold too high adverselyaffects the system response time by forcing it to wait for the sideacceleration signal to build up. This threshold is adjustable and may betuned for trigger and hold logic (tuned by the end user or hard coded).

“ThreshSideAccelRollTrigger”—This is the threshold required for sideacceleration to trigger roll control, without the need for any othertrigger. This allows the system to initiate roll control even if thesteering wheel velocity signal does not. This is nominally set high onthe order of 0.7 g or greater, values that are normally only reached ina sustained turn. This condition could be reached, for example, whencoming out of a corner steer maneuver, or if the terrain were to helpturn the vehicle sideways. This threshold is adjustable and may be tunedfor trigger and hold logic (tuned by the end user or hard coded).

“ThreshSideAccelRollHold”—This threshold is required for sideacceleration to keep the system in roll control after it's alreadytriggered. The level of side acceleration required to stay in rollcontrol should be lower than the value required to trigger it. This addshysteresis to the system and reduces the tendency to bounce in and outof the control mode when the signals are near their thresholds.Nominally, this value is set between maybe 0.2-0.5 g's. This thresholdis adjustable and may be tuned for trigger and hold logic (tuned by theend user or hard coded).

“ThreshSteerPosHold”—This threshold is required for the steering wheelangle to keep the system in roll control. This threshold is adjustableand may be tuned for trigger and hold logic (tuned by the end user orhard coded).

1) Roll Positive and Roll Negative Control Logic

A. Roll Positive Control and Roll Negative Control Trigger Logic

-   -   i. Roll Positive Control Trigger Logic:        -   a. ((steer velocity>threshSteerVelTrigger) AND        -   (side acceleration>threshSideAccelRollAllow)); OR        -   b. (side acceleration<threshSideAccelRollTrigger).    -   ii. Roll Negative Control Trigger Logic:        -   a. ((steer velocity<-threshSteerVelTrigger) AND        -   (side acceleration<-threshSideAccelRollAllow)); OR        -   b. (side acceleration<-threshSideAccelRollTrigger).

B. Roll Positive Control and Roll Negative Control Hold Logic

-   -   i. Roll Positive Control Hold Logic:        -   a. (side acceleration>threshSideAccelRollHold); OR        -   b. (steer position>threshSteerPosHold).    -   ii. Roll Negative Control Hold Logic:        -   a. (side acceleration<-threshSideAccelRollHold); OR            b. (steer position>-threshSteerPosHold).

C. Roll Positive Control and Roll Negative Damper Control SettingsAvailable

Option 1: Firm inside rebound front and back.

Option 2: Firm outside compression front and back.

Option 3: (1) Firm inside rebound front and back; and (2) Firm outsidecompression front and back.

Option 4: (1) Firm inside rebound front and back; (2) Firm outsidecompression front and back; and (3) Firm outside rebound front and back.

In discussion of embodiments comparing the measured values to thethreshold values, the following example is given with regard to triggerlogic. A driver of a vehicle turns a steering wheel to the left. Thevehicle then turns left. As a result of these actions, the steeringwheel has a velocity value associated with it, and the vehicle has aside acceleration associated with it.

A control signal accessor 2356 of the vehicle accesses a set of controlsignals 2342 that includes the measured side acceleration value and themeasured steering wheel velocity value. The first comparer 2306 comparesthe measured side acceleration value to the predetermined accelerationthreshold values 2318 (stored at the database 2316). The first comparer2306 determines if the measured acceleration value is more or less thanthe predetermined acceleration threshold value. The first comparer 2306accesses the database 2316 to find trigger logic that matches thestatement in which the comparison between the measured accelerationvalue and the predetermined acceleration threshold value holds true.

The trigger logic is linked to a particular control mode that ispre-assigned to that particular trigger logic. If the trigger logicdescribes the comparison between the measured values and thepredetermined threshold values accurately, then the trigger logic isdetermined to be true. The control system 2304 will then actuate thevalve within the electronic valve 1500 according to the control modeassigned to the trigger logic statement.

Continuing with the example above, the first comparer 2306 finds thatthe measured side acceleration value was greater than the predeterminedside acceleration threshold value. The second comparer 2310 finds thatthe measured steering wheel velocity value is greater than thepredetermined user-induced input threshold value.

As described herein, one set of trigger logic that is linked to the rollpositive control, is as follows:

-   -   a. ((steer velocity>threshSteerVelTrigger) AND    -   (side acceleration>threshSideAccelRollAllow)); OR    -   b. (side acceleration>threshSideAccelRollTrigger).

Accordingly, if either of the statements “a” or “b” above is found to beaccurate, then the control mode determiner 2354 determines which controlmode is linked to these logic statements. Once the control mode isdetermined, the control system 2304 actuates a valve (e.g., pilot valveassembly 1510) within the electronic valve 1500 to adjust the vehiclesuspension damper. In this example, the first comparer 2306 found thatthe following statement is accurate: (sideacceleration>threshSideAccelRollTrigger). The control mode determiner2354 determines that the accurate statement is linked to the rollpositive control. Knowing under what control mode the vehicle suspensiondamper should operate (e.g., roll positive control, roll negativecontrol), the control system 2304 actuates the electronic valve 1500,and more particularly, the pilot valve assembly 1510 therein. Thus, inthis embodiment, the control system 2304 is enabled to implement theroll positive control mode, according to at least the options discussedherein with regard to the roll positive control mode.

Further, in this situation, the second comparer 2310 finds that thesteer velocity value is greater than the predetermined steer velocitythreshold value (of the predetermined velocity threshold values 2320).Thus, the second comparer 2310 finds the following first portion of astatement to be accurate: ((steer velocity>threshSteerVelTrigger). Thesecond portion of the statement, (sideacceleration>threshSideAccelRollTrigger), has already been compared anddetermined to be accurate.

Thus, in one embodiment, the control mode determiner 2354 may determinea control mode for a vehicle suspension damper in which trigger logicthat includes only acceleration comparisons are used. However, inanother embodiment, the control mode determiner 2354 may determine acontrol mode for a vehicle suspension damper in which trigger logicincludes both acceleration comparisons and user-induced inputscomparisons.

The control mode determiner 2356 operates in a similar manner ininterpreting the trigger logic and hold logic linked to other controlmodes. Thus, in one embodiment, should the trigger logic (a.k.a. controllogic) be determined to be accurate, the control mode determiner 2356follows the link from the trigger logic to find the control modesetting.

In discussion of embodiments comparing the measured values to thethreshold values, the following examples are given with regard to holdlogic. There are at least several situations that occur in which thesystem is held in a given control mode even after the trigger logic hasbecome false. Below, examples are given of a few of these cases. For thethree example scenarios described below, the following threshold valuesare set in the control system: the steering velocity threshold(“threshSteerVelTrigger”) value is 10 rad./sec.; the accelerationtrigger threshold (“threshSideAccelRollTrigger”) value is 0.7 g's; theacceleration hold threshold (“threshSideAccelRollHold”) value is 0.2g's; and the acceleration allow threshold (“threshSideAccelRollAllow”)value is −0.1 g's.

With reference to FIG. 23, a first example scenario involves thetriggering of an adjustment of the vehicle suspension dampers uponreceiving a steering wheel velocity measurement, but the holding of thecontrol mode as to the vehicle suspension damper upon receiving aparticular side acceleration value. For example, a vehicle rider turns asteering wheel while the vehicle is directed into a turn. The set ofsensors 2342 send a velocity signal to the control signal accessor 2356.The second comparer 2310 compares the measured velocity value of 15rad/sec. to the predetermined velocity threshold values 2320 and to thetrigger logic also stored at the database 2316 and determines that themeasured velocity value of 15 rad/sec. is higher than the predeterminedvelocity threshold value of 10 rad/sec. The set of sensors 2342 alsosends to the control signal accessor 2356 a side acceleration value of0.4 g's. The first comparer 2306 compares the measured side accelerationvalue of 0.4 g's to the predetermined acceleration trigger thresholdvalue of the predetermined acceleration threshold values 2318 and to thetrigger logic also stored at the database 2316 and determines that themeasured side acceleration value of 0.4 g's is lower than thepredetermined acceleration trigger threshold value for side accelerationof 0.7 g's. Since at least one of the trigger logics, namely, thesteering wheel velocity, is true, then the control system 2304 istriggered to cause the power source 2358 to be actuated such that theelectronic valve 1500 receives a current. The current causes theelectronic valve to close into the firm mode.

However, after a small amount of time (e.g., a fraction of a second)during the turn, since the steering wheel is no longer being moved intoa sharper or less sharp turning position, the steering wheel velocityvalue lessens to a value close to zero. Thus, the trigger logic hasbecome false, even though, the vehicle is still experiencing g's and isstill turning. Without “hold logic” (“threshSideAccelRollHold” of 0.2g's), the control system 2304 would be triggered to cause the vehiclesuspension damper to return to the soft mode (by causing the electronicvalve 1500 to open). In this example, the logic requires the sideacceleration value to fall below 0.7 g's before the control system 2304is possibly triggered to adjust the damping of the vehicle suspensiondamper. However, the side acceleration g's that the vehicle isexperiencing remains close to 0.4 g's throughout the turn, which isgreater than 0.2 g's (the acceleration hold threshold value), thecontrol system 2304 does not cause the vehicle suspension damper to beadjusted throughout the turn. When the vehicle then begins moving in astraight path, the side acceleration values fall below 0.2 g's and thusbelow the “threshSideAccelRollHold” value, and the control system 2304is triggered to cause the vehicle suspension damper to adjust to thesoft mode.

With continued reference to FIG. 23, a second example scenario involvesthe triggering of an adjustment of the vehicle suspension dampers uponreceiving a first side acceleration value, and the holding of thecontrol mode as to the vehicle suspension damper upon receiving a secondside acceleration value. For example, if a vehicle is traveling down astraight path that has various obstacles causing the vehicle to jump anddip, then the vehicle is caused to rattle back and forth (i.e., fromside-to-side). If the side acceleration trigger threshold value was setat 0.2 g's and there was no hold logic, then due to the measured sideacceleration from the side-to-side movement, the control system would beconstantly triggered to cause the vehicle suspension damper to switch inand out of the hard mode, as if the vehicle were in fact repeatedlyturning. Additionally, if “hold logic” was not available to beprogrammed, then one would either have to program the trigger logic tohave low acceleration trigger threshold values of about 0.2 g's andsuffer the system constantly falsely triggering on bumps (due to theside-to-side rocking movement) that it perceives as turns, or set thetrigger logic to have high acceleration trigger threshold values ofabout 0.7 g's and suffer the system not staying in the hard mode throughan entire turn.

However, since the side acceleration trigger threshold value is set at0.7 g's, it is not until the vehicle actually moves into a turn that thevehicle experiences g's above 0.7 g's. If the vehicle's sideacceleration value is measured at 0.8 g's, then the control systemcauses the vehicle suspension to adjust to be in the hard mode. The holdlogic ensures that the vehicle suspension damper will remain in the hardmode until the side acceleration g's are measured below the accelerationhold threshold value of 0.2 g.s.

With continued reference to FIG. 23, a third example scenario involvescounter steering. For instance, suppose that a driver turns a steeringwheel to the left as he heads into a turn. The steering wheel velocityis measured at 25 rad/sec. and the side acceleration g's are measured at0.6 g's. Since the steering wheel velocity measured at 25 rad/sec. andthe side acceleration g's measured at 0.6 g's are above the steeringwheel threshold velocity (“threshSteerVelTrigger”) of 10 rad./sec. andthe side allow acceleration threshold (“threshSideAccelRollAllow”) valueof −0.1 g's, respectively, the control system causes the vehiclesuspension damper to adjust to the firm mode. Next, while the vehicle isstill turning to the left and the vehicle is still experiencing a sideacceleration of 0.6 g's, the vehicle driver turns the steering wheel tothe right with a velocity of 20 rad./sec. in the right direction.However, even though the steering wheel is being turned to the right atthe velocity of 20 rad./sec. and above the steering wheel velocitythreshold value of 10 rad./sec., the vehicle is still turning to theleft and still experiencing side acceleration g's consistent withturning to the left, namely, positive 0.6 g's. This type of steeringwheel action is termed “counter steering”. In this example, countersteering is counter to that which is expected, such as when a driverturns a steering wheel to the right, it is expected that the resultingside acceleration g's will be directed to the right (negative Y-axis).However, in counter steering, such as in the foregoing example, theresulting side acceleration g's are directed to the left (positive). Inthis example scenario, since the side acceleration allow threshold valueis at −0.1 g's; the measured side acceleration for a right turn must bebelow −(−0.1) g's (which is equal to +0.1 g's) (according to the “RollNegative Control Trigger Logic” described above) for the accelerationallow threshold to be accurate. However, since 0.6 is greater than +0.1g's, the measured side acceleration as compared to the side accelerationallow threshold value denotes that the trigger allow logic isinaccurate. Therefore, even though the steering velocity value of 20rad./sec. is measured to be above the steering velocity threshold valueof 10 rad./sec., based on the determination of inaccurate triggeracceleration allow logic, the control system will cause the vehiclesuspension damper to remain in its current firm mode (will not cause thevehicle suspension dampers to adjust to a soft mode). Of note, followingis an example which further explains the relationship between thevehicle, the vehicle's driver, the turning of the vehicle and theexperienced acceleration during such a vehicle turn. When a vehicle'sdriver turns the vehicle to the right, the driver feels as if he isbeing pushed out the left of the vehicle. However, the vehicle is reallybeing pushed to the right and is pushing the driver to the right also;the driver's inertia is resisting this acceleration. Similarly, when avehicle's driver applies the brakes to the vehicle, the driver feels asif he is being pushed forward.

Pitch Positive Control Mode

Upon exceeding a threshold (defined by the trigger logic below) whilethe vehicle is experiencing a pitch positive (e.g., dive), the controlsystem 2304 causes the pilot valve assembly 1505 to adjust to achieve acontrol state in which the pitch positive is reduced or eliminated.Implementation options also available to achieve such a control stateare listed below. With regard to the pitch positive controls that definecircumstances when the pitch positive control modes are triggered or thecontrol modes are held in place, the following definitions apply:

“ThreshForwardAccelBrakeAllow”—The forward acceleration is required tobe below this threshold in order that the brake-on-signal is allowed totrigger the pitch positive control mode. Note that the forwardacceleration is negative during braking. Therefore, this control signalis nominally set greater than zero; given that it is used to ensure thatthe brake signal is not inconsistent with the forward acceleration. Thiscan be used to detect a driver just touching the brake, or possiblydriving with the left foot is pressing on the brake while the right footis pressing on the throttle pedal. This threshold is adjustable and maybe tuned for trigger and hold logic (tuned by the end user or hardcoded).

“Thresh ForwardAccelBrakeTrigger”—The forward acceleration is requiredto be below this threshold in order that the pitch positive control maybe triggered, even without the brake being engaged. This allows thecontrol system 2304 to initiate a pitch positive control mode even ifthe brake is not detected. This threshold is nominally set below 1 g,effectively negating it. This threshold is adjustable and may be tunedfor trigger and hold logic (tuned by the end user or hard coded).

2) Pitch Positive Control Mode—Trigger Logic and Hold Logic

A. Pitch Positive Control—Dive—Trigger Logic

-   -   i. ((brake on) AND        -   (forward acceleration<threshForwardAccelBrakeAllow)); OR    -   ii. (forward acceleration<threshForwardAccelBrakeTrigger)

B. Pitch Positive Control—Dive—Hold Logic

-   -   i. Forward acceleration<threshForwardAccelBrakeHold.

C. Pitch Positive Control Damper Control Settings Available

Option 1: (1) Firm rear rebound left and right.

Option 2: (1) Firm front compression left and right.

Option 3: (1) Firm rear rebound left and right; and (2) Firm frontcompression left and right.

Option 4: (1) Firm rear rebound left and right; (2) Soft front reboundleft and right; and (3) Soft front compression left and right.

Pitch Negative Control Mode

Upon exceeding a threshold (defined by the trigger logic below) whilethe vehicle is experiencing a pitch negative (e.g., squat), the controlsystem 2304 causes the pilot valve assembly 1505 to adjust to achieve acontrol state in which the pitch negative is reduced or eliminated.Implementation options also available to achieve such a control stateare listed below. With regard to the pitch negative controls definingcircumstances when the pitch negative control modes are triggered or thecontrol modes are held in place, the following definitions apply:

“ThreshThrottle”—This is the threshold required for the derivative ofthe throttle position to be above in order to trigger the pitch negativecontrol mode, subject to the forward acceleration being abovethreshForwardAccelThrottleAllow. Pressing down on the throttle andgiving the engine more gas is defined as positive throttle. The mainadvantage of triggering on the time derivative of the throttle positionas opposed to simply the forward acceleration is that the accelerationsignal lags that of the throttle. The derivative of the throttle is usedbecause, in general, the steady state position of the throttle isrelated to velocity and not to the acceleration of the vehicle. Thisthreshold is adjustable and may be tuned for trigger and hold logic(tuned by the end user or hard coded).

“ThreshForwardAccelThrottleAllow”—This is the threshold required forforward acceleration to be above in order to allow the derivative of thethrottle position signal to trigger pitch negative control. This is usedto ensure that the derivative of the throttle position is notinconsistent with the forward acceleration. This can be used to detectwhen one is driving with the left foot on the brake and the right footis on the throttle. This threshold value is nominally set below 0 g.This threshold is adjustable and may be tuned for trigger and hold logic(tuned by the end user or hard coded).

“Thresh ForwardAccelThrottleTrigger”—This is the threshold required forforward acceleration to be above in order to trigger negative pitchcontrol, even without the changes in the throttle position. This allowsthe system to initiate negative pitch control even if the throttle isnot being pressed. This threshold value is nominally set above 1 g,effectively negating it. This threshold is adjustable and may be tunedfor trigger and hold logic (tuned by the end user or hard coded).

“Thresh ForwardAccelThrottleHold”—Forward acceleration is required to beabove this threshold value in order for the negative pitch control modeto remain in place after it's trigger logic has already been triggered.This is necessary given that the derivative of the throttle is used, andthere can be relatively long delays in engine response and this signal.This threshold is adjustable and may be tuned for trigger and hold logic(tuned by the end user or hard coded).

3) Pitch Negative Control Mode—Trigger Logic and Hold Logic

A. Pitch Negative Control—Squat—Trigger Logic

-   -   ((throttle pedal velocity>threshThrottle) AND        -   (forward acceleration>thresh ForwardAccelThrottleAllow)); OR        -   ii. (forward acceleration>threshForwardAccelThrottleTrigger)

B. Pitch Negative Control—Squat—Hold Logic

-   -   i. Forward acceleration>threshForwardAccelThrottleHold

C. Pitch Negative Control Damper—Squat—Control Settings Available

Option 1: (1) Firm front rebound left and right.

Option 2: (1) Firm rear compression left and right.

Option 3: (1) Firm front rebound left and right; and (2) Firm rearcompression left and right.

Option 4: (1) Firm front rebound left and right; (2) Soft rear reboundleft and right; and (3) Soft rear compression left and right.

As stated herein, FIG. 23 is a block diagram of the control system 2304,in accordance with an embodiment. In addition to those components of thecontrol system 1725 described with reference to FIG. 17, embodimentsfurther include: a hold-off timer 2326; a tracker 2330; a hold logicdelayer 2332; a rebound settle timer 2328; a weighting applicator 2334;and a signal filter 2336.

The hold-off timer 2326 may be used when the vehicle suspension damper2302 is in any of the roll and pitch positive and negative controlmodes. The hold-off timer 2326 enables a time to be set between the timethat a first trigger logic is passed and the time that a second triggerlogic is allowed to be passed. The implementation of the hold-off timer2326 limits the amount of cycling the vehicle suspension damper 2302will experience between passive damper settings. (“Cycling” refers tothe vehicle suspension damper rapidly cycling between the soft anddamper firm settings of the dampers. This may or may not be asignificant problem for the rider of vehicle performance. Cycling ismore wearing on the solenoids and power circuitry of the vehiclesuspension damper. If the transients are much faster than the timeconstants of the vehicle dynamics, then the rider should not directlynotice the effects of cycling.) To this end, the control system 2304further optionally includes, in one embodiment, a tracker 2330 fortracking the times at which a trigger logic is passed. For example, thetracker 2330 tracks the time at which the trigger logic is passed andthe hold-off timer 2326 is configured to disallow another pass until aminimum hold-off time is reached. If the trigger logic goes false beforethe hold-off time is reached, the trigger will not pass, and thehold-off timer 2326 is not reset. There is only a hold-off timer 2326for going into the damper firm setting, and not coming out of it. Thisstill limits cycling, without increasing the system minimum reactionresponse time to short stimulus.

In one embodiment, the hold logic delayer 2332 is programmed to providea delay that gives time for the hold logic to become true after thetrigger logic goes true. However, this has the disadvantage ofincreasing the minimum reaction response time of the vehicle suspensiondamper to even short stimulus (e.g., cycling). An example of where thisdelay may be useful is if the steering wheel is turned so fast that theside acceleration signals do not build up before the steering velocitysignal drops back off again. Theoretically, the side accelerationsvalues should present themselves to the control system as the wheelsturn, but this is not necessarily true. For example, there aresituations in which the front tires are not getting great traction at anexact moment. Another example in which this delay may be useful is whenthe gas pedal is slammed down faster than the engine has time torespond.

In one embodiment, the rebound settle timer 2328 establishes a period oftime for the vehicle suspension to settle down before the compression isset firmed. This is a method for controlling the height of the vehicle'scenter of gravity in firm mode. This method can be reversed through usersettings so that the vehicle has increased clearance.

In one embodiment, the weightings applicator 2334 resolves the situationin which different system control modes make conflicting requests to thesame vehicle suspension damper. The weightings applicator 2334 providesweightings associated with each control mode for each of the vehiclesuspension dampers that system control mode can affect. Then theweightings applicator 2334 implements the request with the highestweighting.

In one embodiment, the signal filter 2336 filters the control signalsthat are accessed by the control system 2304. In one embodiment, thecontrol system 2304 includes the signal filter 2336. In anotherembodiment, the signal filter 2336 is external to the control system2304. The signal filter 2336 reduces signal noise levels and helpsfilter extremely transient signals or glitches. The signal filter 2336,in one embodiment, also adds signal latency, which can have variouseffects on the control system 2304 and hence the vehicle suspensiondamper 2302, including reducing the need for system delays and dampers.

Example Methods of Use For Multi-Wheeled Vehicles (e.g., Side-By-Side)

With reference to FIGS. 24, 25A and 25B, the flow diagrams thereofillustrate example methods 2400 and 2500 used by various embodiments.The flow diagrams include methods 2400 and 2500 and operations thereofthat, in various embodiments, are carried out by one or more processors(e.g., processor(s) 2206 of FIG. 22) under the control ofcomputer-readable and computer-executable instructions. It isappreciated that in some embodiments, the one or more processors may bein physically separate locations or electronic devices/computingsystems. The computer-readable and computer-executable instructionsreside, for example, in tangible data storage features such as volatilememory, non-volatile memory, and/or a data storage unit (see e.g., 2208,2210, 2212 of FIG. 22). The computer-readable and computer-executableinstructions can also reside on any tangible computer-readable mediasuch as a hard disk drive, floppy disk, magnetic tape, Compact Disc,Digital versatile Disc, and the like. In some embodiments, thecomputer-readable storage media is non-transitory. The computer-readableand computer-executable instructions, which may reside oncomputer-readable storage media, are used to control or operate inconjunction with, for example, one or more components of a controlsystem 2304, a user's electronic computing device or user interfacethereof, and/or one or more of processors 2206. When executed by one ormore computer systems or portion(s) thereof, such as a processor, thecomputer-readable instructions cause the computer system(s) to performoperations described by the methods 2400 and 2500 of the flow diagrams.

Although specific operations are disclosed in methods 2400 and 2500 ofthe flow diagrams, such operations are examples. That is, embodimentsare well suited to performing various other operations or variations ofthe operations recited in the processes of flow diagrams. Likewise, insome embodiments, the operations of the methods 2400 and 2500 in theflow diagrams may be performed in an order different than presented, notall of the operations described in one or more of these flow diagramsmay be performed, and/or more additional operations may be added.

The following discussion sets forth in detail the operation of someexample methods 2400 and 2500 of operation of embodiments. Withreference to FIGS. 24, 25A and 25B, flow diagrams illustrate examplemethods 2400 and 2500 used by various embodiments. The flow diagramsinclude some steps that, in various embodiments, are carried out by aprocessor under the control of computer-readable and computer-executableinstructions. In this fashion, steps described herein and in conjunctionwith the flow diagrams are, or may be, implemented using a computer, invarious embodiments. The computer-readable and computer-executableinstructions can reside in any tangible computer readable storage media.Some non-limiting examples of tangible computer readable storage mediainclude random access memory, read only memory, magnetic disks, solidstate drives/“disks”, and optical disks, any or all of which may beemployed with control system 2304. Although specific steps are disclosedin methods 2400 and 2500 on the flow diagrams (in FIGS. 24, 25A and25B), such steps are examples. That is, embodiments are well suited toperforming various other steps or variations of the steps recited inmethods 2400 and 2500. Likewise, in some embodiments, the steps inmethods 2400 and 2500 may be performed in an order different thanpresented and/or not all of the steps described in the methods 2400 and2500 may be performed. It is further appreciated that steps described inthe methods 2400 and 2500 may be implemented in hardware, or acombination of hardware with firmware and/or software

Example Methods for Controlling Vehicle Motion in Multi-Wheeled Vehicles(e.g., Side-By-Side)

Following is a discussion of FIGS. 24, 25A and 25B, flow diagrams formethods 2400 and 2500 for controlling vehicle motion, in accordance withembodiments, and relating to side-by-side roll and/or pitch control.FIG. 24 describes a method 2400 of an operation of control system 2304detecting and responding to a detection of roll and/or pitch of avehicle component. FIGS. 25A and 25B follow with a description of amethod 2500 of controlling vehicle motion, wherein both translationalacceleration (roll/pitch) and user-induced inputs are taken intoconsideration when determining a response to sensed acceleration.Reference will be made to elements of FIGS. 15 and 23 to facilitate theexplanation of the operations of the methods of flow diagrams 2400 and2500. In some embodiments, the methods 2400 and 2500 of the flowdiagrams describe a use of or instructions for operation of controlsystem 2304.

With reference still FIG. 24, the method 2100 starts at operation 2105.The method 2100 moves to operation 2110.

At operation 2410, in one embodiment, the control system 2304 determinesunder which system mode the vehicle suspension damper 2202 is operating,the soft mode, the firm mode or the auto mode. It should be appreciatedthat the system mode, in one embodiment, is selected by a user of thevehicle suspension damper 2202. In another embodiment, the system modeis preprogrammed to default to a particular mode, unless overridden by auser.

If the control system 2304 determines that the vehicle suspension damper2202 is operating under the soft mode, then the method 2400 moves tooperation 2415. At operation 2415, in one embodiment, the control system2304 determines if all the vehicle suspension dampers on the vehicle arein the soft mode. If the control system 2304 determines that all of thevehicle suspension dampers are in the soft mode, then the method 2400returns to start 2405. If the control system 2304 determines that all ofthe vehicle suspension dampers are not in the soft mode, then the method2400 moves to operation 2420.

At operation 2420, in one embodiment, the control system 2304 causes anyvehicle suspension damper that is not in the soft mode to adjust tobecome in the soft mode. After all vehicle suspension dampers are foundto be in the soft mode according to the system setting, then the method2400 returns to start 2405.

At operation 2410, in one embodiment, if the control system 2304determines that the vehicle suspension damper 2402 is operating in thefirm mode, then the method 2400 moves to operation 2425. At operation2425, in one embodiment, the control system 2304 determines if therebound is firm and the compression is soft. If the control system 2304determines that the rebound of the vehicle suspension damper 2302 isfirm and the compression of the vehicle suspension dampers is soft, thenthe method 2400 moves to operation 2435.

At operation 2425, in one embodiment, if the control system 2304determines that the rebound of the vehicle suspension dampers is notfirm OR the compression of the vehicle suspension dampers is not soft,then the method 2400 moves to operation 2430. At operation 2430, in oneembodiment, the control system 2304 causes all rebound of the vehiclesuspension dampers to become firm and all compression of the vehiclesuspension dampers to become soft. The method 2400 then moves tooperation 2435.

At operation 2435, in one embodiment, the control system 2304 determinesif there is a rebound settle time remaining and if the compression ofthe vehicle suspension dampers is still soft. It the control system 2304determines that there is rebound settle time remaining and thecompression of the vehicle dampers is soft, then the method 2400 movesto operation 2440. At operation 2440, in one embodiment, the controlsystem 2304 causes all of the compression in the vehicle suspensiondampers to be firm. The method 2400 then returns to the start 2405.

At operation 2435, in one embodiment, if the control system 2304determines that there is no rebound settle time remaining and thecompression of the vehicle suspension dampers is soft, then the method2400 moves to start 2405.

At operation 2410, in one embodiment, if the control system 2304determines that the vehicle suspension damper 2302 is operating in theauto mode, then the method 2400 moves to operation 2445. At operation2445, in one embodiment, the control system 2304 determines if thecontrol mode state is active. If the control system 2304 determines thatthe control mode state is not active, then the method 2400 moves tooperation 2450. At operation 2450, in one embodiment, the control system2304 determines whether a trigger logic is passed AND if a time appliedby a hold-off timer 2326 is in place. If the control system 2305determines both conditions have occurred, then the method 2400 moves tooperation 2455. At operation 2455, the control system 2304 resets thehold-off time and sets the control mode state to active.

At operation 2450, in one embodiment, if the control system 2304determines that either a trigger logic has not passed OR a time has notbeen applied by the hold-off timer 2426, then the method 2400 moves tooperation 2475. At operation 2475, in one embodiment, the control system2304 sets the control mode state to inactive. The method 2400 then movesto operation 2480.

At operation 2445, in one embodiment, if the control system 2304determines that the control mode state is active, then the method 2400moves to operation 2470. At operation 2470, in one embodiment, thecontrol system 2304 determines if the hold logic has passed OR if thetrigger logic is passed OR if the delay for hold has passed.

At operation 2470, in one embodiment, if the control system 2304determines that either a hold logic has passed OR a trigger logic haspassed OR a delay for hold has passed, then the method 2400 moves tooperation 2460. At operation 2460, in one embodiment, the control system2304 determines under what damping control setting the vehiclesuspension damper 2302 is operating.

At operation 2460, in one embodiment, if the control system 2304determines that the vehicle suspension damper 2302 is operating under aparticular damper control setting, then the method 2400 returns to thestart 2405. At operation 2460, in one embodiment, if the control system2304 determines that the vehicle suspension damper 2302 is operatingunder a different damper control setting then desired, the controlsystem 2304 adjusts the vehicle suspension damper 2302 so that itoperates under the desired damper control setting. The method 2400 thenreturns to start 2405.

At operation 2470, in one embodiment, if the control system 2304determines that either a hold logic has not passed OR a trigger logichas not passed OR a delay for hold has not passed, then the method 2400moves to operation 2475. At operation 2475, in one embodiment, thecontrol system 2304 sets the control mode state to inactive. Then, themethod 2400 moves to operation 2480. At operation 2480, in oneembodiment, the control system 2304 determines if the vehicle suspensiondampers are soft.

At operation 2480, in one embodiment, if the control system 2304determines that the vehicle suspension dampers are soft, then the method2400 returns to the start 2405. At operation 2480, in one embodiment, ifthe control system 2304 determines that the vehicle suspension dampersare not soft, then the method 2400 moves to operation 2485.

At operation 2485, in one embodiment, the control system 2304 functions,as described herein, to cause the vehicle suspension dampers to becomesoft. The method 2400 then returns to the start 2405.

Of note, the checks for whether or not a vehicle suspension damper isalready set according to the method 2400 need to be done individuallyfor each vehicle suspension damper.

FIGS. 25A and 25B is a flow diagram of a method 2500 for controllingvehicle motion, in accordance with embodiments.

With reference to FIGS. 23, 25A and 25B at operation 2502 of method2500, in one embodiment, a set of control signals are accessed, whereinat least a first control signal of the set of control signals includes ameasured acceleration value associated with a movement of a vehiclecomponent of a vehicle, and at least a second control signal of the setof control signals comprises a set of values associated withuser-induced inputs, wherein the vehicle component is coupled with aframe of the vehicle via at least one vehicle suspension damper.

At operation 2504 of method 2500, in one embodiment and as describedherein, the measured acceleration value is compared with a predeterminedacceleration threshold value that corresponds to the vehicle componentto achieve an acceleration value threshold approach status. In variousembodiments, the predetermined acceleration threshold values are locatedat the database 2316 and include the trigger logic, the hold logic, andthe damper control setting options described herein. The control system2304 compares the measured acceleration values with the accelerationthreshold values expressed in the trigger logic and hold logic. Thecomparing, at step 2504, includes determining if the measuredacceleration values do or do not exceed the predetermined accelerationthreshold values corresponding to the relevant vehicle component.Further, the control system 2304 will pass into the appropriate controlmode based on the comparisons made at step 2504 and 2506.

For example, and with reference to the trigger logic #1(A)(i) aboverelating to the “Roll Positive Control”. If it is found that ((steervelocity>threshSteerVelTrigger) AND (sideacceleration>threshSideAccelRollAllow)) is a true statement, OR (sideacceleration>threshSideAccelRollTrigger) is a true statement, then thevehicle suspension damper, and the control system 2304 operatingthereon, switches/passes into the roll positive control mode. Uponpassing into the roll positive control mode, the control system 2304selects which option to implement on the vehicle suspension dampers(e.g., setting individual dampers to firm or soft, etc.) of the optionsavailable and described herein for the Roll Positive Control Mode. Itshould be appreciated that the control system 2304 is preprogrammed toselect a particular control mode implementation option. Theseimplementation decisions may be factory settings or individuallycustomized by the rider/user. Additionally, it should also beappreciated that in one embodiment, the rider may override the controlsystem 2304's selection.

At operation 2506 of method 2500, in one embodiment and as describedherein, the set of values associated with the user-induced inputs(already described herein) are compared to predetermined user-inducedinputs threshold values to achieve a user-induced input threshold valueapproach status. In various embodiments, the predetermined user-inducedinputs threshold values are located at the database 2316. Further, invarious embodiments, the database 2316 includes at least one of,optionally the following which is described herein: the trigger logic;the hold logic; and the damper control setting options. The comparing,at step 2506 includes determining if the measured user-induced inputs(represented as values) does or does not exceed the user-induced inputsthreshold values corresponding to the relevant vehicle component.Further, the control system 2304 will pass into the appropriate controlmode based on the comparisons made at step 2504 and 2506.

At operation 2508 of method 2500, in one embodiment and as describedherein, a state of at least one valve within at least one vehiclesuspension damper of the vehicle is monitored, wherein the statecontrols a damping force within the at least one vehicle suspensiondamper.

At operation 2510 of method 2500, in one embodiment and as describedherein, based on the acceleration value threshold approach status andthe user-induced input threshold value approach status, determining acontrol mode for the vehicle suspension damper.

At operation 2512 of method 2500, in one embodiment and as describedherein, according to the control mode and based on the monitoring,damping forces are regulated within the at least one vehicle suspensiondamper by actuating the at least one valve to adjust to a desired state,such that a tilt of the vehicle's frame is reduced.

At operation 2514 of method 2500, in one embodiment and as describedherein, before the regulating at operation 2510, a mode switch settingfor the at least one vehicle suspension damper is determined.

At operation 2516 of method 2500, in one embodiment and as describedherein, a period of time to hold the at least one vehicle suspensiondamper in the desired state is set, such that the period of time beginswhen a first threshold value is determined to have been exceeded andends when a second threshold value is determined to have been exceeded.

At operation 2518 of method 2500, in one embodiment and as describedherein, a period of time for the at least one vehicle suspension damperto settle down before a compression mode of the at least one vehiclesuspension damper is set to firm is established.

At operation 2520 of method 2500, in one embodiment and as describedherein, a set of times when threshold values are determined to have beenexceeded is tracked.

Blow-Off Valve Attached to Primary Valve of the Electronic Valve

Embodiments provide systems and method for better control of vehiclebody motion during turns. For example, when the vehicle is movingstraight, the vehicle suspension damper will generally be in a softmode. However, when the driver of the vehicle turns the steering wheelin anticipation of turning a corner, embodiments sense the velocity ofthe turning steering wheel through a gyrometer, and sense theacceleration (roll) of the vehicle as per the turn. In response toreceiving information regarding the steering wheel velocity and thetranslational acceleration of the vehicle, embodiments actuate the pilotvalve assembly to acquire a closed position, such that the outsideshocks of the vehicle may become firm.

During low speeds, when the vehicle rides over bumps while turning,firming up of the vehicle suspension dampers provides for better bodycontrol. However, during high speeds, the bumps during a turn come tofeel very harsh and uncomfortable for the vehicle rider.

In one embodiment, during a turn event (e.g., bump detection during theturn), the vehicle suspension dampers are firmed up until a certainpredetermined velocity is reached, such as, for example, 20 rad/sec. forthe steering wheel). After the predetermined velocity threshold isexceeded, then the vehicle suspension damper reverts to a softer mode.

In one embodiment, a pressure relief valve is disposed on the pilotvalve assembly of the electronic valve. More particularly and withreference to FIGS. 15 and 26, in one embodiment, a flapper valve, likethat shown in FIG. 26, is disposed onto the valve member 1540 of theelectronic valve 1500. It should be appreciated that while a flappervalve is shown in FIG. 26, the pressure relief valve may be a valveother than a flapper valve.

In the case of an electronic valve 1500 not having a flapper valve, whenthe pilot pressure is removed from the primary valve 1505, the valvemember 1540 applies less force on the valve shims 1530, thereby allowingthe valve shims 1530 to open and release damping fluid into thereservoir 40.

Placing a blow-off valve onto the valve member 1540 enables the dampingfluid to flow from the primary valve 1505, through the valve member1540, and into the reservoir 40, thereby reducing the pressure in theprimary valve 1505 area and reducing the force of the damping fluidagainst the inner surface area 1580 of the valve member, and thusreducing the force of the valve member 1540 against the shims 1530.

In one embodiment, upon a certain event being detected, such as a bumpevent (a bump of a certain magnitude), a current is delivered to theflapper valve, which actuates the opening of the flapper valve andreleases a portion of the damping fluid there through. The damping fluidmoves from the pilot pressure chamber 1520 to the reservoir 40.

In another embodiment, the blow-off valve is a passive valve and doesnot include components that communicate electronically with the controlsystem 2304. Thus, pressure within the primary valve causes the blow-offvalve to open, thereby releasing damping fluid into the reservoir 40 andproviding a damping effect within the vehicle suspension damper.

FIG. 27 is an illustration of a blow-off valve 2700 enabled to bedisposed onto the valve member 1540 of the electronic valve 1500, inaccordance with embodiments. Shown in FIG. 27 is the steel ball 2705blocking fluid flow 2715 from the pilot pressure chamber 1520, throughthe passageway 2710, and into the reservoir 40. The cap 2720 provides apreload to the piece 2725. A portion of the piece 2725 is trapped underthe lid of the cap 2720. The more the cap 2720 is screwed or pushed downonto the threads 2730 of the blow-off valve 2700 (given the piece 2725has a sufficiently rigid disposition), the greater resistance the piece2725 provides against the steel ball 2705, thereby keeping the steelball 2705 at the position at the top of the passageway 2710, therebyblocking the passageway 2710.

Thus, in one embodiment, a blow-off valve, such as the flapper valve2600, is preloaded, enabling the piece 2725 to provide a certainpredetermined amount of resistance to fluid flow 2715 through itspassageway 2710. When the resistance threshold of the piece 2725 isexceeded, the steel ball 2705 is pushed away from its position blockingthe passageway 2710, thereby providing an opening for damping fluid toflow there through. Thus, when the resistance threshold for the piece2725 is exceeded, the flapper valve 2600 provides a blow off for thepressure build-up from the damping fluid being compressed within thepilot pressure chamber 1520. This blow-off operation causes the vehiclesuspension damper to become more soft than the fully firm mode providedin turns during low vehicle speed.

Advantages to using the combination of the flapper vale with theelectronic valve include conserving power by providing a mechanicallyoperated blow-off during non-critical riding periods, but still enablethe electronic valve to function as intended. Further, the flapper valveenables more sensitive adjustments to be made, and thus enabling asmoother ride, to the vehicle suspension dampers in response to bumpdetection events by allowing a smaller quantity of blow-off to occurthan that which occurs during the opening and closing of the pilot valveassembly.

Thus, and with reference to FIGS. 15 and 27, on embodiment includes anelectronic valve 1500 with a secondary valve (e.g., a flapper valve)attached thereto. The secondary valve is in fluid communication with theprimary valve via the passageway 2710. The secondary valve includes apreloaded release valve (e.g., piece 2730) that can open upon theoccurrence of a detection event (e.g., bump detection while detectingrolling). Upon opening, damping fluid flows there through, thusreleasing the fluid pressure build up in the pilot pressure chamber 1520when the pilot valve assembly 1510 is closed.

Of note, the following lists some examples of alternative embodimentsthat operate to provide damping functions; it should be appreciated thatthe list is not exhaustive. In one example, a range of damping force maybe manually selected by a user by manually adjusting a needle and jetarrangement. In another example, if the valve assembly is located on themain piston (see 245 of FIG. 2), a position sensitive bottom-out needlearrangement may provide for a needle engaging a jet deep into the travelof the suspension, thereby influencing a damping. Another exampleincludes a pneumatic source (e.g., air bag springs) on a semi-truck, inwhich the pneumatic source drives pressure in the pilot pressure chamber(see 1520 of FIG. 15). As the vehicle is loaded and thereby decreasesthe semi-truck's ride height, the air bag pressure is increased toenable the vehicle to return to the proper ride height. This increase inair pressure also corresponds to an appropriate increase in damping.Thus, in various embodiments: 1) if the set of sensors did not exist, orbecame inoperable for some reason, the components within embodiments arestill enabled to provide damping functions; and/or 2) if the powersource for some reason became unavailable, the components withinembodiments are still enabled to provide damping functions. As describedherein, various embodiments provide some damping function options inaddition to the operation of the set of sensors in combination with theinertia valve. These options include the following: anelectro-mechanical device (e.g., solenoid, latching solenoid, electricmotor, piezoelectric actuator); a manually adjustable needle and jetarrangement; and a pressure signal from an outside pressure source(e.g., suspension air bag).

It should be noted that any of the features disclosed herein may beuseful alone or in any suitable combination. While the foregoing isdirected to embodiments of the present invention, other and furtherembodiments of the invention may be implemented without departing fromthe scope of the invention, and the scope thereof is determined by theclaims that follow.

What we claim is:
 1. A non-transitory computer readable storage mediumhaving stored thereon, computer-executable instructions that, whenexecuted by a computer, cause said computer to perform a method forcontrolling vehicle motion, said method comprising: comparing a measuredacceleration value associated with a movement of a vehicle component ofa vehicle with a predetermined acceleration threshold value thatcorresponds to said vehicle component, wherein said vehicle component iscoupled with a frame of said vehicle via at least one vehicle suspensiondamper; monitoring a state of at least one valve within said at leastone vehicle suspension damper, wherein said state controls a dampingforce within said at least one vehicle suspension damper; and based onsaid comparing and said monitoring, regulating damping forces withinsaid at least one vehicle suspension damper by actuating said at leastone valve to adjust to a desired state, such that an acceleration ofsaid frame is reduced.
 2. The non-transitory computer readable storagemedium of claim 1, where said method further comprises: before saidcomparing, accessing a set of control signals, wherein at least onecontrol signal of said set of control signals comprises said measuredacceleration value.
 3. The non-transitory computer readable storagemedium of claim 1, wherein said method further comprises: before saidregulating, determining a mode switch setting for said at least onevehicle suspension damper.
 4. The non-transitory computer readablestorage medium of claim 1, wherein said regulating damping forces withinsaid at least one vehicle suspension damper by actuating said at leastone valve to adjust to a desired state, such that an acceleration ofsaid frame is reduced comprises: sending a first activation signal to apower source of said at least one vehicle suspension damper, said firstactivation signal activating said power source to deliver a current tosaid at least one valve, wherein upon delivery of said current, said atleast one valve adjusts to said desired state.
 5. The non-transitorycomputer readable storage medium of claim 1, wherein said regulatingdamping forces within said at least one vehicle suspension damper byactuating said at least valve to adjust to a desired state, such that anacceleration of said frame is reduced comprises: regulating dampingforces within said at least one vehicle suspension damper by actuatingsaid at least valve to adjust to a fully open position such that anacceleration of said frame is reduced, wherein said fully open positionenables engagement of a soft system mode for said at least one vehiclesuspension damper.
 6. The non-transitory computer readable storagemedium of claim 1, wherein said regulating damping forces within said atleast one vehicle suspension damper by actuating said at least valve toadjust to a desired state, such that an acceleration of said frame isreduced comprises: regulating damping forces within said at least onevehicle suspension damper by actuating said at least valve to adjust toa closed position such that an acceleration of said frame is reduced,wherein said closed position enables engagement of a firm system modefor said at least one vehicle suspension damper.
 7. The non-transitorycomputer readable storage medium of claim 1, wherein said method furthercomprises: setting a timer configured to hold said at least one valve insaid desired state for a predetermined period of time.
 8. Thenon-transitory computer readable storage medium of claim 7, wherein saidmethod further comprises: upon expiration of said timer, determiningwhether or not said at least one vehicle suspension damper isexperiencing rebounding.
 9. The non-transitory computer readable storagemedium of claim 8, wherein said method further comprises: sending asecond activation signal to a power source of said at least one vehiclesuspension damper, said second activation signal activating said powersource to deliver a current to said at least one valve, wherein upondelivery of said current, said at least one valve adjusts to a closedposition.
 10. A non-transitory computer readable storage medium havingstored thereon, computer-executable instructions that, when executed bya computer, cause the computer to perform a method for controllingvehicle motion, said method comprising: comparing a power measurementvalue associated with user input to a vehicle to predetermined powermeasurement threshold value; if said power measurement value is greaterthan said predetermined power measurement value, then: comparing ameasured acceleration value associated with a movement of a vehiclecomponent of a vehicle with a predetermined acceleration threshold valuethat corresponds to said vehicle component, wherein said vehiclecomponent is coupled with a frame of said vehicle via at least onevehicle suspension damper; monitoring a state of at least one valvewithin at least one vehicle suspension damper, wherein said statecontrols a damping force within said at least one vehicle suspensiondamper; and based on said comparing and said monitoring, regulatingdamping forces within said at least one vehicle suspension damper byactuating said at least one valve to adjust to a desired state, suchthat an acceleration of said frame is reduced; and if said powermeasurement value is less than said predetermined power measurementvalues, then: actuating said at least one valve to be fully open,thereby achieving a soft setting for said at least one vehiclesuspension damper.
 11. The non-transitory computer readable storagemedium of claim 10, wherein said user input to said vehicle includes atleast one of the following: power; torque; and cadence.
 12. Anon-transitory computer readable storage medium having stored thereon,computer-executable instructions that, when executed by a computer,cause the computer to perform a method for controlling vehicle motion,said method comprising: determining that at least one vehicle suspensiondamper of a vehicle is in a rebounding mode; comparing a measuredacceleration value associated with a movement of a vehicle component ofsaid vehicle with a predetermined acceleration threshold value thatcorresponds to said vehicle component, wherein said vehicle component iscoupled with a frame of said vehicle via said at least one vehiclesuspension damper; monitoring a state of at least one valve within saidat least one vehicle suspension damper of said vehicle, wherein saidstate controls a damping force within said at least one vehiclesuspension damper; and based on said comparing and said monitoring,regulating damping forces within said at least one vehicle suspensiondamper by actuating said at least one valve to adjust to a desiredstate, such that an acceleration of said vehicle component is reduced.13. A system for controlling vehicle motion, said system comprising: anelectronic valve of at least one vehicle suspension damper attached to avehicle, said electronic valve configured for adjusting a damping forcetherein; and a control system coupled to said electronic valve, saidcontrol system comprising: a control signal accessor configured foraccessing a first set of control signals, wherein at least one controlsignal of said first set of control signals comprises a measuredacceleration value associated with a movement of a vehicle component ofsaid vehicle, wherein said vehicle component is coupled with a frame ofsaid vehicle via at least one vehicle suspension damper; a comparerconfigured for comparing said measured acceleration value with apredetermined acceleration threshold value that corresponds to saidvehicle component; a valve monitor configured for monitoring a state ofsaid electronic valve, wherein said state controls a damping forcewithin said at least one vehicle suspension damper; and an activationsignal sender configured for, based on said comparing and saidmonitoring, regulating damping forces within said at least one vehiclesuspension damper by actuating said electronic valve to adjust to adesired state, such that an acceleration of said frame is reduced. 14.The system of claim 13, wherein said control system further comprises: atimer applicator configured for setting a timer configured for holdingsaid electronic valve in said desired state for a predetermined periodof time.
 15. The system of claim 13, wherein said control system furthercomprises: a mode determiner configured for determining a mode switchsetting for said at least one vehicle suspension damper.
 16. Anon-transitory computer readable storage medium having stored thereon,computer-executable instructions that, when executed by a computer,cause the computer to perform a method for controlling vehicle motion,said method comprising: accessing a set of control signals, wherein atleast a first control signal of said set of control signals comprises ameasured acceleration value associated with a movement of a vehiclecomponent of a vehicle, and at least a second control signal of said setof control signals comprises a set of values associated with at leastone user-induced input, wherein said vehicle component is coupled with aframe of said vehicle via at least one vehicle suspension damper;comparing said measured acceleration value with a predeterminedacceleration threshold value that corresponds to said vehicle component,to achieve an acceleration value threshold approach status; comparingsaid set of values associated with said at least one user-induced inputwith a predetermined user-induced input threshold value, to achieve auser-induced input threshold value approach status; monitoring a stateof at least one valve within said at least one vehicle suspensiondamper, wherein said state controls a damping force within said at leastone vehicle suspension damper; based on at least one of saidacceleration value threshold approach status and said user-induced inputthreshold value approach status, determining a control mode for said atleast one vehicle suspension damper; and according to said control modeand based on said monitoring, regulating damping forces within said atleast one vehicle suspension damper by actuating said at least one valveto adjust to a desired state, such that a tilt of said frame is reduced.17. The non-transitory computer readable storage medium of claim 16,further comprising: comparing said acceleration value threshold approachstatus and said user-induced input threshold value approach status,wherein said determining said control mode is further based on saidcomparing said acceleration value threshold approach status and saiduser-induced input threshold value approach status.
 18. Thenon-transitory computer readable storage medium of claim 16, furthercomprising: before said regulating, determining a mode switch settingfor said at least one vehicle suspension damper.
 19. The non-transitorycomputer readable storage medium of claim 16, further comprising:setting a period of time to hold said at least one vehicle suspensiondamper in said desired state, such that said period of time begins whena first threshold value is determined to have been exceeded and endswhen a second threshold value is determined to have been exceeded. 20.The non-transitory computer readable storage medium of claim 16, furthercomprising: establishing a period of time for said at least one vehiclesuspension damper to settle down before a compression mode of said atleast one vehicle suspension damper is set to firm.
 21. Thenon-transitory computer readable storage medium of claim 16, furthercomprising: tracking a set of times when threshold values are determinedto have been exceeded.
 22. A system for controlling vehicle motion, saidsystem comprising: an electronic valve of at least one vehiclesuspension damper attached to a vehicle, said electronic valveconfigured for adjusting a damping force therein; and a control systemcoupled to said electronic valve, said control system comprising: acontrol signal accessor configured for accessing a set of controlsignals, wherein at least a first control signal of said set of controlsignals comprises a measured acceleration value associated with amovement of a vehicle component of said vehicle, and at least a secondcontrol signal of said set of control signals comprises a set of valuesassociated with at least one user-induced input, wherein said vehiclecomponent is coupled with a frame of said vehicle via said at least onevehicle suspension damper; a first comparer configured for comparingsaid measured acceleration value with a predetermined accelerationthreshold value that corresponds to said vehicle component, to achievean acceleration value threshold approach status; a second comparerconfigured for comparing said set of values associated with said atleast one user-induced input to a predetermined user-induced inputthreshold value, to achieve a user-induced input threshold valueapproach status; a valve monitor configured for monitoring a state ofsaid electronic valve, wherein said state controls a damping forcewithin said at least one vehicle suspension damper; a control modedeterminer configured for, based on said at least one of saidacceleration value threshold approach status and said user-induced inputthreshold value approach status, determining a control mode for saidvehicle suspension damper; and an activation signal sender configuredfor, according to said control mode and based on said monitoring,regulating damping forces within said at least one vehicle suspensiondamper by actuating said electronic valve to adjust to a desired state,such that a tilt of said frame is reduced.
 23. The system of claim 22,wherein said control system further comprises: a hold-off timerconfigured for setting a period of time to hold said at least onevehicle suspension damper in said desired state, such that said periodof time begins when a first threshold value is determined to have beenexceeded and ends when a second threshold value is determined to havebeen exceeded.
 24. The system of claim 22, wherein said control systemfurther comprises: a rebound settle timer configured for establishing aperiod of time for said at least one vehicle suspension damper to settledown before a compression mode is set to firm.
 25. The system of claim22, wherein said control system further comprises: a tracker configuredfor tracking a set of times when threshold values are determined to havebeen exceeded.
 26. The system of claim 22, wherein said control systemfurther comprises: a hold logic delayer configured for providing a delaythat gives time for a hold logic to become true after a trigger logicbecomes true, wherein said first comparer and said second compareranalyze said trigger logic in determining if threshold values areexceeded.
 27. The system of claim 22, wherein said control systemfurther comprises: a hold logic delayer configured for providing a delaythat gives time for a hold logic to become true after a trigger logicbecomes true, wherein said first comparer and said second compareranalyze said trigger logic in determining if threshold values areexceeded.
 28. The system of claim 22, wherein said control systemfurther comprises: a weightings applicator configured for resolvingconflicting request made from different system control modes to said atleast one vehicle suspension damper.
 29. The system of claim 22, whereinsaid control system further comprises: a signal filter configured forfiltering said set of control signals to reduce signal noise levels. 30.A system for controlling vehicle motion, said system comprising: anelectronic valve of a vehicle suspension damper attached to a vehicle,said electronic valve configured for adjusting a damping fluid pressuretherein and comprising: a primary valve; a pilot valve assembly coupledwith said primary valve, said pilot valve assembly configured formetering a flow of fluid to said primary valve; an orifice block coupledwith said primary valve and comprising a control orifice there through,said control orifice configured for operating cooperatively with saidpilot valve assembly in said metering said flow of fluid to said primaryvalve; and a secondary valve attached to said primary valve and in fluidcommunication therewith, said secondary valve comprising a preloadedrelease valve configured for opening upon the occurrence of a detectionevent, thereby reducing said damping fluid pressure within said primaryvalve.